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JUNE 2017

Let battle commence
The racing nally gets under way in
the 35th Americas Cup this month.
We analyse the teams chances
going into the Challenger Series

Sam Greeneld / Oracle Team USA

10 Volvo Ocean Race to decide on the

boat of the future: monohull or multi?
11 Ian Walker announced as RYA
director of racing
14 Ofcial report published into the
deaths of two Clipper Race crew


70 New Yachts

36 44
Oyster launches two new models
plus the Swan 65 announced

78 Tested: 3 head torches

Finding the right sailing head torch is
no simple task. We test three at sea

80 Special report Paul Heiney on
becoming a pilot book author

84 Extraordinary boats Arkema,

the wing-sailed ying Mini 6.50
Mutiny the inside story Stripped and reloaded 88 Masterclass with Pip Hare
Ocean racer Conrad Humphreys on the TV Behind the scenes with The Boatyard team Deploying drogues and sea anchors
recreation of Captain Blighs voyage of in Portugal retting the Volvo Ocean Race
survival 4,000 miles across the Pacic eet of one-design VO65s 90 Weather brieng How tides
create sailing wind in a at calm


50 62
Get out of that Damian Foxall on
perfecting your spinnaker drops

5 From the Editor
19 Letters
20 Andy Rice
22 Matthew Sheahan
24 Skip Novak
59 Great Seamanship
96 Yachts for sale
Pacic Bound On test: Hallberg-Rassy 44 104 Classied advertisements
Chris Tibbs chronicles his departure from Pip Hare braves Arctic conditions for a two-
110 Backre
the Caribbean and into the Pacic Ocean day test of the latest new launch from
taking in the Galapagos Islands bluewater stalwarts Hallberg-Rassy JUNE 2017
NZ$16.70 Holland 8.99 Spain 7.90

Made for
C$13.99 US$10.99 A$11.75
JUNE 2017 4.90

HR44 Hallberg-Rassy rebooted

Made for adventure: the coast

Our pick of the
SAIL THROUGH A STORM best head torches

Stripped and reloaded:
Chris Tibbs on a Volvo Races 8m ret
Pacic adventure
The extraordinary
foiling wingsail Mini

of Sweden makes the perfect

Published monthly on the second Thursday of the month by Time Inc (UK) Ltd, The Blue Fin Building, backdrop for the HR44.
110 Southwark Street, London SE1 0SU Time Inc (UK) Ltd, 2016 ISSN 0043-9991 MUTINY THE INSIDE STORY


Oyster Yachts, over forty years of British craftsmanship, quality and pride.

Find out more about our three latest Oyster models, the 565, 595
and 675 (pictured) the perfect family yachts for ocean adventures.

See us at the London On-Water Show, 8th-11th June 2017.
Call us on +44 23 8083 1010
S A L E S | B R O K E R A G E | C H A R T E R | C U S T O M & R E F I T Email us at yachtingworldmagazine

The spirit of adventure and innovation

Ready for battle

Were on the brink of the 35th Americas Cup. It
looks as if it could be one of the most tightly
contested, if not the most closely fought, in the
events 166-year history.
There have already been three rounds of
practice racing. Some say the Defender has the
advantage. Some say the Swedes are looking
good. Others favour lonely hunters Emirates
Team New Zealand. And what of Land Rover
BAR, relatively late to start up could they
really bring the Cup home?
The Americas Cup being what it is, there is
no shortage of expert opinions. But one of the
side effects of being based in mega-expensive
Bermuda is that its too costly to stake out
whats happening, and the journalistic
snooping, the inside scoops of previous
editions have gone, to be replaced by signed-off
team press releases. So take with a pinch of salt
any insiders chat about whos a favourite and
whos not.
There are many sailors who cant like the
AC50s. The style of sailing and the aesthetics
are so different from the past. The sailors, too:
the extreme physical conditioning now sets it
apart from most other sports, never mind
sailing. But once it gets going in machines that
are beginning to see bear-
away speeds topping 43
knots, I bet even the
Harry KH/Land Rover BAR

naysayers will feel proud of

our sport. They should.

Elaine Bunting Editor

Twitter @elainebunting


Global warming? Or just the effects of high pressure
When solo sailor Lisa Blairs Open 50 was The catamaran Race for
bringing more counter-clockwise winds this spring?
dismasted, she built a jury rig and sailed to Water has been testing
Whatever the reason, over 450 icebergs were counted
Cape Town, via a hairy refuelling at sea from a out a kite drive sail system,
near the Grand Banks in the rst week of April alone,
ship. Her account of the latter is riveting. similar to the sails used by
where the average is usually 80. Ships taking a Great kitesurfers. The vessel is the worlds rst
Circle Route across the North Atlantic were adding up to
kite-powered wind/solar hybrid yacht
350 miles to the route to keep south
and the 40m kite can drive the 35m,
100-tonne boat up to ten knots.

Become a Yachting World reader with benets: visit to subscribe today
on the wind

6 I June 2017
Picture this
An exciting ride
he Blue Peter carves into the seas off

T English Harbour, Antigua as she fetches

into perfect 17-knot tradewinds during
Antigua Classic Yacht Regatta in April. The 65ft
Alfred Mylne-designed cutter, which dates from
1930, was racing in Vintage Class B against yachts
such as the 77ft Fife yawl Latifa and Anne Marie, a
57ft Harris-designed gaff yawl.
Antigua Classics this year attracted almost 50
yachts and besides some great racing off the island
its highlights include a lay day with cream teas (and
women wearing extravagant hats) at the Admirals
Inn, and gig racing sculling, rowing and sailing.
Photo by ELWJ Photography.

June 2017 I 7
on the wind

Picture this
Would you dare?
ow about this for a tight squeeze? This is

H Wally 78 Carrera threaded into a cove on

the east side of Sardinia. It was a situation
specially set up for photographer Gilles Martin-
Raget. He explains: Luca Bassani, the founder of
Wally, is a keen sailor and knows this place very well.
As the conditions were windless with flat seas, he
offered to take the yacht in. The Wally has a
hydraulically lifting keel that reduces the draught to
2.5m. We didnt anchor, but in summer smaller
yachts do spend a few hours or even spend the
night in this magical place if the weather is settled.
Photo by Gilles Martin-Raget.

8 I June 2017
June 2017 I 9
on the wind

in design teams behind the latest maxi

trimarans, foil-equipped IMOCA 60s,
the supermaxi Comanche and is fresh
from working with Emirates Team New
Zealands AC50.
Turner also announced that Italian
yard Persico will be contracted as a
lead builder. The yard was part of the
consortium that built the VO65s and
rebuilt Team Vestas Wind after it was
wrecked on a reef in the 2014-15 race. It
has recently completed the eighth VO65,
the newest boat in the fleet, for the latest

Amalia Infante / Volvo Ocean Race

new team Akzo Nobel.
Turner also hinted at other significant
decisions and promised that the big
reveal on 18 May would include changes
for the next decade it will be one of the
milestones for significant changes.
Our objective is to re-engage and
re-excite. Ultimately we are looking for a

Volvo Race plans milestone

formula that will excite the sailors, and
something that we can continue to evolve
to have a stronger than ever business

new design for next edition proposition. Thats difficult because of

the developments that are going on.
Its one of the most amazing
New ceo mark turNer is debatiNg betweeN a moNohull or a multihull moments in the sport in terms of big
evolutions and the problem is that
new one-design for the next different ideas it was a fascinating Above: Discussing everyone is going at stop-start speeds

A editions of the Volvo Ocean

Race is to be unveiled in May. In
process, said Turner. Monohull versus
multihull is a very difficult question and I
the options
designer Guillaume
we dont know where its going to go
or what boats are going to look like in
a surprise announcement in April, race have had hundreds of opinions. There are Verdier (left) with five years time. So its a tough time to
CEO Mark Turner said that the designer amazing things happening in monohulls VORs Mark Turner make that decision, whichever route we
had been chosen following a tender and multihulls out there so you could go we are going to be plugging into a
process, but not the design itself. It has argue it both ways. whole new generation of technology and
left up in the air a widespread debate Without finally deciding which option innovation.
about whether the race should stick with to choose, Turner and his team plumped See our feature on the refit of the
a monohull or move to a multihull. for designer Guillaume Verdier, who VO65 one-design fleet on page 44. Full
The tender process produced has top level experience in both monos details online and on our Facebook page
some radical proposals and some very and multis. Verdier has been involved in May.

These are the first photos

of one of Ed Duboiss final
designs, the 58m/190ft
Ngoni, emerging from Royal
Huismans Vollenhove yard
in the Netherlands in April to
be shipped to their Holland
Jachtbouw facility in Zandaam
for rigging and launching.
The design, nicknamed The
Beast because her owner
commissioned Dubois to
design me a beast, is a
powerful aluminium-hulled
superyacht with plumb bow
and reverse sheer. She stands
as a poignant reminder of the
late designers diverse talents

10 I June 2017
Off to a flying start. One of the
new Clubswan 50s, Genapi, racing
in April at SNIM 2017, held by the
yacht club Socit Nautique de
Marseille off the French city in
April. Photo by Pierik Photo

money, I realised I would have to do

it myself, he told Yachting World last
year. At the time I knew nothing about
this kind of offshore racing and had
lots of self-doubt and we made loads of
mistakes, too. But what I did do was to
surround myself with good people.
In the next race he skippered Abu
Dhabi Ocean Racing, but was dismasted

Matt Knighton / Abu Dhabi Ocean Racing

on the very first night. A vocal supporter
of the Volvo Ocean Races move to one-
designs, he returned with Abu Dhabi
for the last race in VO65s, dominating
the 2014-15 edition to win. Last year he
received an MBE for services to Olympic
and competitive sailing.
His friend and long-time business
partner Jamie Boag described him
before the last Volvo Ocean Race as:
So competitive hell race you to butter
Ian Walker lands British sailings top job toast first in the morning! but Walker,
who has two teenage daughters,
an Walker, double Olympic Sydney Olympics in 2000. Above: Ian Walker has made no secret of the fact that

I Silver medallist and winner of

the Volvo Ocean Race, has been
For the following Olympic cycle,
Walker coached Shirley Robertson, Sarah
pictured during his
winning campaign
he was not hankering after a fourth
circumnavigation. Instead, the new RYA
appointed director of racing at the Royal Ayton and Sarah Webb to Gold in the as skipper on Volvo role, which Walker formally takes up in
Yachting Association (RYA). Walker takes Yngling at Athens in 2004. He was a key Ocean Race team the autumn, will see him tackling a range
over from John Derbyshire, who held the member of the first British Americas Cup Abu Dhabi of challenges on shore.
position for 16 years, and now heads up bid for 14 years when named skipper of Broadly speaking its divided
racing at British sailings national body. GBR Challenge in 2003, and also joined between the UK Sport performance
Walker, 47, first won a Silver medal at the Italian +39 Cup team in 2007. side of things and the pathway to the
the 1996 Olympics in Savannah, crewing However, Walkers most recent Olympics, and rest of racing in the UK
in the 470 with John Merricks. After successes have been in offshore racing. be that match racing, team racing,
Merricks was killed in a car accident He skippered three Volvo Ocean Race club racing, junior racing, Portsmouth
the following year he paired up with campaigns, the first being the 2008-09 Yardstick all the different aspects. I
Mark Covell in one of the Gamess most Chinese-Irish entry Green Dragon, which think one of the challenges is going to be
striking partnerships, this time helming demonstrated his can-do attitude. balancing those two.
the Star after Covells own helmsman, I wasnt planning on sailing One of his first tasks will be to appoint
Glynn Charles, had tragically died in the aboard Green Dragon for our first the new Olympic Manager after Stephen
1999 Sydney Hobart race. The hugely campaign. But when I couldnt get the Sparky Park also left the RYA, moving to
popular pair won a Silver medal at the skipper I was after because we had no British Cycling this year.

June 2017 I 11
on the wind

Spirit Yachts to build superyacht Above: Renderings

of Spirit Yachtss
We are delighted to be working with
Rhoades Young on Spirit Yachtss first
Ipswich-based modern classic builders stainless steel space frames, and there is sublime looking collaboration with an external design
Spirit Yachts has started construction on a strong focus on it being as eco-friendly new 111ft yacht agency, said Spirit Yachts CEO and
its largest project to date, a 34m sloop, as possible. An electric drive system head designer Sean McMillan. We
Spirit 111. The project will be one of the powered by four lithium battery banks have created an aesthetically beautiful,
largest single-masted wooden yachts that regenerate when under sail will lightweight yacht that will be easy to
ever built in the UK and sees the yards enable the owner to spend long periods handle with minimal crew.
first partnership with interior superyacht of time onboard using minimal fuel. The Spirit 111 will be set up for
design specialists Rhoades Young. Spirit says that air conditioning, cruising and racing, with carbon spars
Like all large Spirits, the 111 will generators and water heaters will be set and hydraulic winches. It is due to launch
be built in wood epoxy composite on up to reduce power consumption. in the summer of 2019.

New yachts for

Ellen MacArthur
Cancer Trust
he Ellen MacArthur Cancer

T Trust, which offers sailing trips

to young people who are in
recovery from cancer, has now taken
delivery of two brand new, specially
adapted Beneteau Oceanis 45 yachts.
The Trust, which has previously relied
heavily on chartered yachts, received Young people who have had sarcomas, Above: Two new for young people to come sailing with us.
the new boats thanks to grants from the which is cancer of the bone, have often Beneteau Ocean The new Oceanis 45s feature electric
Peoples Postcode Lottery. Caledonian had an amputation or internal prosthesis 45s have been fold-down transom platforms making
Hero is based at the Trusts new centre and have a lot of mobility issues. Also, adapated for the getting on board easier. The yachts have
in Largs, Scotland, while Solent Hero is if you have a brain tumour as a young cancer charity also been modified with the primary
based in Cowes and already in use for the person sadly as soon as you start doing winches moved forward to create extra
2017 season. surgery on the brain you often suffer space in the cockpit. Details have been
Both have been specially adapted to mobility issues, and balance is affected. added to make the young people and
make them more accessible for young The whole point of the boat is the fact teenagers, many of whom have not sailed
people with limited mobility. that it has been modified by Ancasta before, more comfortable on board, such
Trust CEO Frank Fletcher explained: Group to really make it more accessible as split-level bunks for added privacy.

12 I June 2017
Maiden returns
for new project
In April the Whitbread maxi Maiden
returned home to the Hamble. It was
from here she set off on the round the
world race in 1989 with skipper Tracy
Edwards and an all-female crew.
The 58ft maxi went on to win two legs
and finish 2nd overall in the race, and the
crew made headlines when they sailed
back into the Solent in May 1990. lacking a mast and most deck fittings. Above: Maiden is
Almost 28 years on, the yacht has Down below is even worse, says Edwards. craned off a ship in
changed hands several times and ended She looks like shes been vandalised. Southampton after
up abandoned in the Seychelles, where But after her year-long refit and the shipping from the
Edwards tracked her down in 2014. Legends Regatta, she will go on to a Seychelles. Right:
The yacht arrived in Southampton new mission in keeping with her original Tracy Edwards
by ship and was towed round to Hamble role. She will do a three-year world (front) and some of The funding for the project, called The
Yacht Services, where she will be refitted tour to raise funds and raise awareness her original crew Maiden Factor, has come from Princess
in time to take part in the Volvo Ocean for womens education in developing Haya Bint Al Hussein, daughter of King
Race Legends regatta from Gothenburg countries. Something that Maiden stood Hussein of Jordan, the original backer
to The Hague in June next year. for was enabling girls doing what they are and staunch supporter of Maiden. Read
Maiden is in very poor condition, capable of doing, says Edwards. more at

Sailor ends transatlantic in 42-inch yacht

Just 24 hours into his first attempt to sail Right: Matt Kent
solo across the Atlantic in a 42-inch boat, peers out of a
Matt Kent has had to turn back. porthole in his tiny
Kent set off from La Gomera in the yacht, Undaunted
Canary Islands on 6 April in his tiny yacht
Undaunted, but returned after concerns
about his boats seaworthiness.
He explains: I wasnt really in too
much danger, [but] there was a weak Centenary rally
point in the boat that was concerning The centenary of one of sailings
me. The emergency floatation system most famous watering holes,
component that was on the rudder Peters Cafe Sport in Horta in the
assembly was getting hammered so hard Azores, is being celebrated next
in these really close together waves. The year by a pursuit rally. Hosted by
float was getting jammed upwards so the Ocean Cruising Club, the rally
fast and so often the boats movement will be open to other clubs. The
couldnt keep up. premise is simple: calculate your
It was the worst, most unpredictable passage from any point to cross
and erratic conditions I have ever sailed the line at Horta on the date
it with that boat. When it started gusting and time specified by the rally
45 knots I decided that I shouldnt keep organisers. The events will begin
going with such an obvious weak link. on the week of 18 June 2018.
Kent estimated his crossing time More details from
at some three months, so Undaunted
cannot be fixed in time to avoid the Ernesto Azevedo established
hurricane season this year. He therefore Peter Caf Sport in Horta in 1918.
plans to postpone his next attempt until It is now run enthusiastically
the autumn. by his great grandson, Jose
He still hopes to set a record for the Henrique Azevedo, who also has
smallest boat ever to cross the Atlantic. a historic scrimshaw museum
Both of the guys that held this record upstairs. It is a popular place for
had to wait months or even years as sailors of all nations to gather.
setbacks took their toll.

June 2017 I 13

Ofcial accident investigation into

Clipper Race deaths raises safety issues
he Marine Accident Left: The cockpit

T Investigation Branch (MAIB)

has released its findings into the
layout on CV21,
investigations of two accidental deaths
aboard the Clipper Race yacht CV21,
Mainsheet traveller
IchorCoal, during the 2015-16 Clipper
Round the World Race.
The 73-page report raises some
pertinent safety issues that apply to
all sailors, notably on the subject of
clipping on with tethers and the use of
preventers. In particular it highlights how
Secure point
using splices and knots in modern ropes
can reduce their breaking strains.
Andrew Ashman, 49, died during the
Anti-chafe piece
first leg of the race after being knocked
unconscious during two uncontrolled
gybes 122 miles west of Porto, Portugal
on 4 September 2015. Sarah Young, 40, Cockpit jackstay
was washed overboard from the same
yacht while mid-Pacific Ocean during the
long transpacific leg between Qingdao in

14 I June 2017
China to Seattle on 1 April 2016.
The MAIB has an important role in
ensuring that the valuable learnings from
accidents are shared with the industry to
help improve safety, said Clipper Race
founder and chairman, Sir Robin Knox-
Johnston. These two fatalities, resulting Hatch

from two very different incidents, were

the first in our long history and are tragic,
especially as they were caused primarily
Aft winch grinder
through momentary lapses in applying Andrew Ashman
basic safety training.

MAIB recommendations
The common link between these Approximate
location of seated
tragedies that resulted from the Helmsman watchkeepers

investigation is that the MAIB found a

lack of effective supervision featured in
Danger area
both accidents.
It has recommended to the Clipper
miles west of Portugal.
race organisers that future Clipper
Before the accident, CV21 had been
yachts should be manned with a second
sailing under its No 1 yankee and full
employee or seafarer with appropriate
mainsail on a broad starboard reach when,
competence to support the current
due to increasing winds Andrew decided D-ring to which Andrews
skippers, who are the sole Clipper tether was attached
that it was necessary to reef the mainsail,
employees aboard. We put this to Sir the accident summary in the report reads.
Robin see his answer overleaf. He had stepped forward of the
The Clipper Race organisers already mainsheet traveller to brief the crew when
place a meticulous focus on safety that the yacht altered course. This caused the
complies with, and sometimes exceeds, wind to catch the leech of the mainsail
the rules and regulations set by Royal putting the sail aback, causing tension on
Yachting Association, World Sailing the preventer line.
and the Maritime and Coastguard The forward strop securing the
Agency (MCA). preventer line to the bow broke, releasing
The report, however, also details the boom, which then moved swiftly to
safety issues that include the starboard across the cockpit in an
recommendation for more regular accidental and uncontrolled gybe. Above: This The cause of the unexpected and
practical MOB drills, reducing the The yacht then performed a second diagram shows sudden movement of the yacht was
distance between guardrails (or using uncontrolled gybe with the boom exactly where the accidental gybes, during which
mesh between them), and the loss of swinging back onto the port side before Andrew Ashmen fell the preventer securing strop failed.
strength caused to high modulus rope the helmsman was able to regain control. on the deck Following the accident, actions taken by
when knots or splices are used. It should During the uncontrolled gybes, Andrew Clipper were aimed at improving crew
be noted that Clipper addressed most Ashman sustained a fatal neck injury safety on board the Clipper 70s, and
issues immediately after the accidents. and, despite the efforts of his crew included: the introduction of a second
The report gives full accounts into the mates, could not be resuscitated. preventer line; the marking of the area
build-up and timeline of both accidents, to be avoided while running downwind,
of which we have quoted the summaries when an accidental gybe was possible;
here, as well as the reasons behind why and debriefing the crew with the lessons
the MAIB came to its conclusions and learned from the preventer strop failure.
recommendations. The MAIB identified three different
possible mechanisms leading to

Andrew Ashman Ashmans injuries: either the boom or

mainsheet (or another rope) struck him
Andrew Ashman, a trained paramedic
from Kent, was one of 21 fee-paying crew during the gybes; or the motion of the
onboard CV21, IchorCoal, together with its vessel caused him to fall against the
professional skipper. He was described as starboard cockpit coaming.
an experienced sailor who had completed The report goes on to note: had
the Clipper coxswain course and was the Andrew not taken the short-cut across
starboard watch leader on that leg. the traveller, but skirted around the
The incident occurred four days into Left: Andrew starboard side where both tethering
the first stage of the race from London to Ashman, a points and hand-holds were readily
Rio de Janeiro in the North Atlantic with the paramedic, died available, this accident might have
yacht located approximately 120 nautical during the rst leg been avoided. Andrew might have been

June 2017 I 15

Left: The MAIB knots under full mainsail, staysail and

report showed the No 2 yankee, says the report. Shortly
preventer that was after the starboard watch took over at
used and how it 2200, the wind increased in strength and
was spliced backed, so the crew started to reduce
sail by reefing the mainsail and the
skipper took the wheel.
Partial Sarah then went below to ask
splice some of the off-watch crew to help with
taking down the headsails, the report
continues. On returning to the cockpit
she became involved assisting another
crew member without first clipping
on her tether. The combination of the
yachts motion and a wave breaking
over the deck caused her to lose
her footing and she fell down to the
starboard guardrail.
The report notes how the watch
leader tried to grab her, but how another
prompted to take the route prescribed Sarah Young wave washed her down the starboard
during the Clipper training sessions At 2324 on 1 April 2016 Sarah Young was side and overboard.
had there been a visual reminder of the washed overboard IchorCoal mid-Pacific There were a number of complications
danger zone, such as visible markings on while the yacht was on leg six from during the MOB rescue attempt, not
the deck. Qingdao, China to Seattle, USA. One hour least the conditions it was a dark night
There were no eyewitnesses to and twenty minutes later, after a series of with wind gusting over 60 knots at the
the mechanism that led to Andrew failed attempts, she was recovered Below: Sarah Young time. The tether securing the watch
Ashmans fall, however the report says unconscious, having been located by her died after being leader prevented him reaching the dan
the investigation has identified the personal AIS beacon, but she never washed overboard buoy until he unclipped. The dan buoy
most probable cause and a number of regained consciousness. on the leg between was then launched but the attached AIS
contributory factors. These include CV21 had been sailing in 20-25 Qingdao and Seattle beacon did not activate.
the timing of the decision to reef, the Sarah Young had a manually activated
skippers decision to remain below, AIS beacon fitted to her lifejacket (no
the route taken by Ashman across the auto-activating AIS beacons are currently
cockpit, and the failure of the available). The report states: It is highly
preventer strop. doubtful that Sarah would have been
During previous Clipper races, the recovered if she had not been wearing a
yachts had experienced problems with personal AIS beacon.
the preventer line arrangement causing This was the second MOB in two
distortion to cleats and deck fittings, editions of the Clipper Race where the
says the report. Clippers in-house casualty has been recovered thanks to
rigger constructed strops with a partial crewmembers carrying their own AIS
splice created in the middle. Preventer MOB device. For the next edition of the
lines rigged on each side of the yacht race, all crew will be provided with a
ran through one of the two hard eyes at personal AIS MOB device fitted to
either end of these strops before being their lifejackets.
tied off. The inability to turn the yacht around
The report notes: The strengths of quickly cost valuable time. The skipper
the preventer line, strop and pad-eye tried to heave-to but he was unable
were estimated but not documented and to turn the yachts bow into the wind.
no estimate of their expected in-service Conscious that he did not want to risk the
loading had been recorded. MAIB tests yacht losing way and sailing backwards,
concluded that the primary failure mode potentially damaging the steering
was consistent with overload failure at gear, he instructed the crew to get the
the strops partial splice. headsails down.
A recommendation has been Three crew on the foredeck hauled
made to Marlow Ropes Ltd, the rope the staysail down first. The conditions
manufacturer, aimed at improving the were such that as the crew hauled the
information provided to users on the loss sail down it filled and self-hoisted again.
of strength caused by splices, hitches When the yacht approached Sarah
or knots when using high modulus Young in the water it was apparent, says
polyethylene rope. Above: Sarah Youngs lifeline tether, which had not been used the report, that she was conscious, but

16 I June 2017
her lifejacket sprayhood was not in
position. Several attempts were made Clipper Ventures Next MoNth
to approach Sarah, including twice when On sale 8 June
she slipped out of crews hands and
then out of consciousness. After a lifting
responds to the report
hook was successfully secured at 0044,
we asked chairman sir
Sarah, who was unresponsive at this
time, was lifted on board and lowered robin knox-johnston
onto the deck. For his comments
The MAIB report states that the
accident was a consequence of Sarah n issue that emerges from
Young not clipping on. The training had
emphasised the importance of clipping
A the report is the amount
of pressure the Clipper
on, so why did she not? skippers are under and it makes
Clippers standard operating a recommendation for a second
procedures states that all crew shall paid hand or contracted seafarer
clip on at night, when offshore, when on board each yacht. The report details how each skipper was
reefed and when working on the required under their terms of contract to: for no longer 50 years young
foredeck. Its training drills into the crews than 16 hours per day, allowing for any watch system that Boisterious racing and one of the
the need to clip on early. It also says is being operated as appropriate and ensuring the safe and biggest and most diverse fleets
that: skippers will set an example in the effective operations of the yacht at all times... for many years marked the 50th
wearing of lifejackets and in the use of The MAIB found lack of effective supervision featured in anniversary regatta of Antigua
safety tethers. both accidents. Chief inspector of marine accidents, Captain Sailing Week. Helen Fretter joined in
Steve Clinch, recommends that Clipper does even more to the racing and the serious fun
Practical drills review and modify its yacht manning policy and shore based
The investigation established that: management procedures so that Clipper yacht skippers are The two-year plan
the tethering practice on board CV21 effectively supported and, where appropriate, challenged to Businessman Caspar Craven spent
was inconsistent. To prevent this there ensure safe working practices are always adhered to on board. five years planning to go off cruising
needed to be a robust safety culture Sir Robin Knox-Johnston says these areas have been round the world with his young
built on strong leadership, discipline and developed and will continue to be regularly reviewed. He family, building up his plans day by
effective oversight. points out that the Clipper Race is a customer-operator day. He explains what was involved
The report also notes that falling organisation, not a regulating body. Clipper has developed its in planning and setting up the
overboard might have been prevented if current manning levels and qualifications in conjunction with sabbatical of his dreams
the distance between the intermediate the Maritime & Coastguard Agency.
guardrail and the deck had been smaller We frequently implement and develop safety procedures Great Atlantic ARC survey
or fitted with lacing or mesh. where there is no actual requirement, said Sir Robin, they Our annual survey into equipment
The inability of the crew to quickly are under constant review as a matter of course and we will used in the transatlantic ARC rally
get the headsails down or for the skipper continue to do so in light of the reports recommendations. takes an in-depth look at routine
to be able to turn the boat through the We asked Sir Robin if Clipper was considering manning gear breakages what are the usual
wind, resulted in a 32-minute delay their yachts with a second paid hand. The ethos of Clipper has suspects and whats the best way to
before the yacht turned to search for the always been to bring people on and turn them into safe seamen avoid breakages or jury rig them?
MOB (then two nautical miles away). The to start and then racers, Sir Robin replied. If you want people
report identifies two main factors that to be responsible you must give them responsibility. Hence we Rescue in Tierra del Fuego
delayed the recovery of Sarah Young: choose watch leaders from amongst the crews. When a lone skipper ran his
the difficulty of lowering the headsails Some years ago, we realised that if a skipper was yacht ashore in a remote area of
and the time taken to recover Sarah once incapacitated we would need someone aboard who could Patagonia, who better to come to
on scene. sail the boat to the nearest port where we could send a his rescue than Skip Novak and the
It says that, while man overboard replacement skipper. We did try introducing interns who held crew of Pelagic Australis?
drills were briefed regularly, no practical a RYA Yachtmaster Offshore but found them of varying ability
drills were completed with the race leg and usually lacking in offshore experience. We discussed this
crew together and suggests some of the with the MCA, who saw our point, and together we created the
delay, despite the atrocious wind and sea Clipper Coxswain Course, which is offered to selected people
conditions could have been avoided who have demonstrated their ability during our training. The
had the crew been more practised in the theoretical part of the qualification is the RYA Yachtmaster
procedure. Offshore, but the practical side is on our larger boats.
Following Sarah Youngs fatality, We are setting up a safety committee with the holders of
Clipper Ventures laced up guardrails, the coxswain course to assist the skippers in enforcing the
carried out MOB drills on each boat and rules regarding tethering and other safety issues around the
emphasised the use of sprayhoods. It has deck. But Sir Robin argues: What is the difference between a
also introduced a windspeed of 11 knots paid person and an unpaid person when it comes to ability?
true wind above which all crew must be For a report summary see:
clipped on. The full MAIB report can be found at

June 2017 I 17


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18 I June 2017


Write to The Editor, Yachting World, Pinehurst II, Pinehurst Rd, Farnborough Business Park GU14 7BF
Letters may be edited as appropriate

opposite High Island where we go a lot

to snorkel. My wife and I now go suitably
armed at all of our favourite spots.
Dr Tim Coyle

Getting online
Thank you for your review of the Iridium
GO on We bought
one in New Zealand last February and
use the unlimited data option with
PredictWind offshore. We pay for
Oceanweather data plus email.
Weve since sailed from New Zealand
to Australia and on across the Indian
Jovelino Matos Almeida/WCC

Ocean and the Atlantic. We find the GO is

easier and quicker to set up and use with
an iPad than an ordinary Iridium system
was with a laptop, plus the iPad is easy to
view anywhere on the boat. Each month
we get a report on data usage, showing
that the unlimited package is worthwhile.
John Dyer
Glassy calms In 2019 I will be sailing in the Above: The clarity
Starting the engine as soon as the wind MOD34, a one-design, singlehanded, of the night sky at I have been using the Iridium GO for
drops off robs the passage of a lot of non-stop round the world race for sea can be a almost five months now in an open
pleasure, in my opinion. Dealing with S&S 34s, which starts and finishes in revelation even for canoe around New Guinea. It still works
calms, is just as much part of sailing as Sydney, Australia. And even though I seasoned sailors although the rubber has cracks in it and
barrelling down the waves. will enjoy barrelling down the Southern the display has a row of dead pixels.
To illustrate I would like to share the Ocean, I am also looking forward to the The Facebook update option that is
following experience: in 1988 I sailed Doldrums, hopefully having another Neil advertised doesnt work (because FB no
with the Australian yacht Sundancer Armstrong moment. longer permits users to post via mail ).
from Sydney to the UK. Sundancers Derek Desaunois What it can do is post on twitter,
engine was rather useless, so we took send low-resolution pictures by mail, get
the propeller off before we left Sydney, Snakes alive weather updates, track my navigation,
to reduce drag. My wife and I were motoring at 15 knots and text and call. Its a rugged product
Working our way up the Atlantic, we in a 4.5m aluminium tender near High but not a gateway to the worldwide web.
got becalmed in the Doldrums. As we lay Island, south of Cairns, Queensland, Thor Jensen
there, waiting for wind, I was awoken in when the vessel suddenly stopped
the middle of the night and told to get on almost dead and veered to starboard. Foreign ret
deck, walking slowly so as not to disturb Thinking we had hit a floating tree, I Thanks for your article about refitting
the boat. There I found a moonless night, peered over the stern and the culprit was overseas ( I have
with millions of bright stars. In the pitch quite a large yellow sea snake, at least as found language barriers to be a problem.
black night, the horizon was invisible and thick as my arm, with a big paddle tail. It I experienced this first-hand in
the stars reflected in the glassy water. had now looped itself around the Honda Malaysia when one local contractor was
When you looked up, and then slowly engine leg which we had to raise out of asked to under-coat beneath the bunks
down to the side of the boat, all you saw the water to free ourselves. in white or grey. When asked whether he
was stars. We sat there the whole night Prospective cruisers to Australia understood, he looked puzzled. So I said:
feeling as though we were in space. No should know that at least one person is Is that clear?
drugs or alcohol required, just a little killed per year by a crocodile in Australia. He said, Yes.
imagination we even felt a slight sense The latest victim was I came back to find he had epoxy
of vertigo. a young man killed clear-coated under the bunks of the
It was an unforgettable experience, a mile north of the entire boat, which I then had to sand and
and I have only once read about a similar Mulgrave river mouth, redo in grey undercoat myself.
experience in sailing literature. at Palmer Point, right Chris King

June 2017 I 19
AmEricAs cup

AmericAs cup diAry

With All six teAms noW in BermudA the rumour mill is Beginning to churn With
tAlk of A second teAm looking At ride-on grinding. ANDY RICE reports

mirates Team New Zealand is making heavy foil set. Its going to be as crucial as selecting the
the most of its status as the dark horse of right set of tyres for a Formula One car on an
this Americas Cup. As I write, the Kiwi intermittently rainy day.
AC50 has not long emerged out of the As ever, its those crafty Kiwis keeping the rest guessing,
nose cone of the Emirates cargo plane with a rumour that the New Zealanders are working on
that delivered its precious payload from one foil set that will carry them through the wind range
Auckland to Bermuda. and removing that morning weather forecasting
While the Kiwis are miffed to have missed out on the headache. At what cost to top-end speed youd have to
practice racing sessions that have already taken place, wonder? Even the Kiwis cant change the laws of physics.
skipper Glenn Ashby and his crew are looking forward to The grinders-on-bikes option taken by Emirates Team
getting stuck in and seeing where the boats speed slots in New Zealand continues to cause a stir, with the rumour
against the other five already training on the Great Sound. mill suggesting that Oracle Team USA might be making a
Currently Artemis Racing looks to be the form boat, late play to switch out of traditional pedestals and onto
having won all nine of its saddles and pedals instead.
races from the windy Bearing in mind just what the Americans achieved in
Oracle might be making a practice session in that 36-hour window back in 2013, when Oracle managed
late play to switch out of mid-April, including four
wins against Oracle.
to fly every available composite boatbuilder up from New
Zealand to San Francisco and put the AC72 through
traditional pedestals Behind the Swedes were extensive overnight surgery halfway through the 34th
Oracle Team USA, which Cup, maybe swapping out some grinding pedestals for
beat all the others. eight bicycle frames doesnt seem such a big deal. But
SoftBank Team Japan lost five races but beat Land Rover technical challenges aside, surely even the mighty
BAR and Groupama Team France once apiece. The Brits resources of the American-Australians are incapable of
raced each team once, but beat only the French, who won turning its finely-honed upper-body musclemen into
none of their matches. Olympic-standard cyclists in the space of six weeks or so.
Its fortunate for Ben Ainslie and Franck Cammas that While we wait to see the New Zealanders join in with
so much practice competition has already taken place, the pre-event competition on the water, there has already
giving the designers a sense of where the changes need to been a shoreside contest between all six teams. This was
come in the final month before battle begins. What we the #EatLionfish Chefs Throwdown, an event organised by
dont know is how much each team is revealing of its best 11th Hour Racing to help raise awareness of the issue of
hand, how much sandbagging is going on. Not very much, lionfish, said to be a serious threat to marine habitats in
I suspect. This world of high-speed foiling is still very new, Bermuda. Celebrity chefs from the host nations of each
and every day lining up against a rival is a huge learning Cup team did battle to conjure up the best lionfish dish,
curve, too valuable too waste on playing mind games. and it was a British victory for Chris Kenny, head chef at
There is also the question of what design changes will Necker Island, who won $20,000 of prize money for
come out of the final foil packages that the teams bring charity, half of it going to Land Rover BARs 1851 Trust.
Andy Rice has out for the Cup proper. Its all about the trade-off between The lionfish challenge is one example of the Cup
reported at three
straight-line speed and creating sufficient lift to keep the displaying more of a social and environmental conscience.
Americas Cups,
three Olympic
boat flying through the turns and the light-wind patches. It also shows that the teams are getting on with each other.
Games and every The weather forecasters will be earning their crust like But how long will the entente cordiale remain? As the
Volvo Ocean Race never before, because teams will want to feel confident pressure comes on, chances are that things will get a bit
since 2001 about choosing their light/medium or their medium/ more tetchy.

20 I June 2017

Matthew sheahan
This winTer Two men experienced very differenT voyages ThaT
challenged Them To The limiTs of Their deTerminaTion

oth Conrad Colman and Conrad going to prolong that experience, he told me the next day
Humphreys are long distance offshore without the slightest hesitation or embarrassment.
sailors. Both have completed several But despite his candid accounts, there was one story he
circumnavigations including a Vende hadnt told until he returned, not even to his wife, and that
Globe each. Both have recently been was the night he went overboard in the Southern Ocean.
faced with seemingly impossible odds Just a few hours after he had made the shock
yet have managed to complete their tasks. But most of all, announcement to a stunned press conference, I
both have showed a level of grit and determination that interviewed him for the World Sailing TV show, when he
has produced two remarkable stories recounted how close he had come to losing his life. It was a
Conrad Colmans tale was one that caught many harrowing illustration of how being hooked on can
peoples attention before he had even left the dock. sometimes put you at greater risk than not being tethered.
Without a sponsor and struggling for funds his fight just But as we chatted, his story went even further. Losing
to get to the start line was a tough beginning to his Vende his father in a sailing accident before he was old enough to
Globe. Given the percentage of the fleet that is forced to even know him was something that has driven him
retire in each race, combined with his shoestring budget, throughout his life. More recently, losing his brother after
Colman, more than anyone, knew what he was up against. he took his own life was another source of distress and
But while he might have been short on cash, he proved deep motivation.
to have an excess of ambition. And that wasnt all. The Conrad Colmans story is one you must hear. But then
candid and upbeat way in which he described his struggles so is Conrad Humphreys.
to get to the start His pivotal part in a recent Channel 4 documentary
there was one story he followed by his regular retracing Captain Blighs incredible 4,000-mile journey in
warts-and-all, blow-by- an open 23ft boat is impressive (see page 38). Humphreys
hadnt told, even to his blow account of his trip was the sailing master and navigator aboard a boat full of
wife falling overboard around the world made
him a big hit with Vende
nine men, many of whom had not sailed before.
Their trip from mid-Pacific sought to recreate both the
Globe followers. track and the conditions that Bligh and his men
As we now know, his race nearly ended with starvation experienced. The results were strikingly similar and made
after his mast came down just 700 miles from the finish. riveting viewing. Rarely do you see sailing footage that
He had already been low on food, now he was critically makes an IMOCA 60 travelling at full bore in the depths of
short on food, water and power. the Southern Ocean look like a more comfortable option.
When he finally arrived home in Les Sables DOlonne to It was a fascinating recreation and you really have to
a heros welcome aboard his dismasted, singed, wreck of an see it. If youre outside the UK, fire up that VPN server
IMOCA 60, he didnt behave like most of the skippers and connection and go to the Channel 4 app for the catchup
kiss the deck. He didnt burst into tears and he didnt show options and look for Mutiny. Then, sit back and enjoy the
any hesitation in stepping over the guardwires to get off fact that youre not having to live on 400 calories a day
the boat. aboard an open 23-footer in the middle of nowhere with
Unlike most other solo sailors who, despite having waves breaking over you in the dark.
longed to be home, can barely bring themselves to leave Catching up with Humphreys at one of his talks at the
Matthew Sheahan
the security of their 60ft world, Colman leapt off the boat Royal Geographical Society was an opportunity not to be
is head of
performance like a deer jumping a hedge, hitched a ride on a passing RIB missed, nor could I resist doing a short video interview
sailing at and ran to the crowds lining the harbour entrance. with him ( in which you can find out more
Sunset+Vine Id spent 110 days on that boat, there was no way I was about his thoughts on the trip.

22 I June 2017

Skip novak
Since 2011 the number of veSSelS viSiting AntArcticA hAS riSen SteAdily And in
2016-17 exceeded the All-time high. if you Are going to go, dont leAve it long!

fter the month of February on the numbers back down to 25,000 for a few years and then an
Antarctic Peninsula I migrated north to IMO ban on heavy fuel oil burned or carried in the
thaw out in Miami for three days. Well, Antarctic also put some ships out of the game. This was
not completely as I spent the three days also welcomed by the Antarctic Treaty community, which
in an air conditioned hotel meeting was beginning to take serious notice of the upward trends.
room participating in an IAATO Since 2011 the numbers have risen steadily and in the
(International Association of Antarctic Tour Operators) 2016-17 season just past we have exceeded the all-time
Executive Committee meeting. One of the topics we high with 43,000 visitors, mostly ship-borne.
discussed, which is now firmly in the sights of the But this is not all. Although the old Russian ships have,
organisations strategic plan, is how to manage the by and large, been replaced, new companies are joining the
explosion in expedition ship tourism in particular the party and the established tour ship companies are
influx of Chinese tourists and ship companies. building more modern expedition ships.
This is of interest to anyone who has dreamed of taking The number of expedition ships is predicted to rise by
their yacht either to the Antarctic or anywhere in high 50 per cent by 2019. The conundrum for the Antarctic is
latitudes north or south. High latitudes cruising is that it is non-sovereign territory so there is no obvious
considered to be an exotic destination in what some call way to limit the number of operators. IAATO is therefore
wilderness, and the perception is of untravelled cruising looking at self-regulating by various means; possibly by
grounds, managed to some extent but not overrun. the companies agreeing to one landing per day instead of
That was what Lars Lindblad and the Explorer was the two they currently offer in their itineraries.
offering as an Antarctic On the other hand, the Antarctic Treaty might restrict
experience for cruise ship what is on offer by designating more landing sites
Gone are the days of tourists with his first trip to Specially Protected Areas, which would squeeze landing
being alone in any high the Antarctic in 1966. That opportunities and might create a self-limiting effect
same year Bill Tilman sailed leading some companies to bow out.
latitude destination there on his yacht Mischief In the high north it is a different dynamic. The Arctic
and dipped down to rim countries claiming sovereignty can be more proactive
Deception Island. It was believed to be the first yacht, and with limitations imposed at short notice as tourist
was followed in 1973 by Dr David Lewis on Ice Bird. pressure increases.
Like so many changes and upheavals we have seen in Gone are the days of being alone or at least one of a
the world in recent memory the story begins with handful of yachts in any of these high latitude
Perestroika. Overnight the Russian Academy of Science destinations. The reality, though, is that the total number
fleet of ice-capable vessels (and there were hundreds) were, of yachts anywhere in high latitudes at any given time is
with some exceptions, mothballed when their budget was still very small. In the Antarctic it is measured in the tens,
cut by the new government. Clever entrepreneurs from not hundreds. Luckily for us, high latitudes are not every
Europe, the USA and Australia saw an opportunity and did sailors cup of tea for obvious reasons.
deals for peanuts to charter these vessels, making Having said all this, a well equipped and properly
accommodation for guests, deck crew and hotel staff. manned yacht, preferably steel or aluminium, can still
A look at the statistics tells the story. In the 1991-92 duck and dive, to some extent, mitigating the crowding
season there were roughly 2,000 ship-borne tourists to effect. Recent arrivals of glassfibre hulls, catamarans and
the Antarctic. By 2006-07 it was closing in on 40,000 and those worried about their paint job will, Im afraid, be stuck
at the time this was considered saturation level. The in the rush hour traffic lane. If contemplating a high north
economic crash that followed in 2008 softened the or south voyage, dont leave it too long. Carpe diem!

24 I June 2017
The Real Blue Water Experience


Let battle

f Jimmy Spithill had been invited to step into a time machine
ten years ago to catch a glimpse of what his future looked like,
even his famously cool head would have exploded with what
he saw. Flying about the water at 50 knots in catamarans? It
would have seemed like pure science-ction.
Ten years ago Spithill had never even sailed a multihull. The young
Australian was plying his trade as one of the hottest match racing
helmsmen, employed to get the best out of Luna Rossas Version 5 keelboat
at the 2007 Americas Cup. No Version 5 ever exceeded much more than 10
knots, upwind or down. Now he pilots a craft capable of almost ve times
that speed.
As Spithill sits at the wheel of a foiling spaceship capable of warp speed,
with an array of PlayStation-style controls at his ngertips, all those wasted
hours of his youth playing high-speed video games mustnt seem so wasted
after all.
Ten years ago, Russell Coutts had been cast into outer darkness. The
infamous Coutts Clause put in place by Alinghi was designed to keep

26 I June 2017
June 2017 I 27
Sam Greenfield / Oracle Team USA
ACEA 2017 / Austin Wong

Above: Head to the wily Kiwi out of the game after he had so spectacularly on San Francisco Bay, especially after a dire Louis Vuitton
head practice fallen out with his former employer, Ernesto Bertarelli. Cup where Emirates Team New Zealand was often the only
racing between How the tables have turned since Couttss replacement boat to nish a race because of the unreliability of the
Defenders Oracle boss, Larry Ellison, has given the New Zealander free rein other challengers AC72s. Who could have predicted such a
Team USA and to shape the Cup as he sees t. thrilling showdown in the nal?
Artemis Racing All that we see today originates from the creative mind Now the question is how the action in Bermuda will
of Coutts. Not that everyone likes what they see, because compare to past Cups. On the laws of probability, its
this brave new world is not everyones idea of what the Cup highly unlikely to live up to the once-in-a-lifetime thrills
should be. of the 2013 nale, but Bermuda certainly has the
The single driving force behind everything leading up ingredients for a much more open and unpredictable
to the 35th Americas Cup in Bermuda is Russell Couttss event than perhaps any Cup previously. This is because
strong desire for commercialisation. He has borrowed there has never been a Cup in which the challengers have
heavily from Ellison, one of the wealthiest patrons ever to conducted so much full-bore practice racing.
have contested the Cup, in order to steer the event away Not only that, theyve been consorting with the devil -
from its reliance on the privately wealthy towards a model the Defender!
of corporate sponsorship. To the traditionalists, doing anything to help the
After the barnstorming nale of the 34th Cup in San Defender is the height of heresy. And theyve got a point.
Francisco, you might have thought that the corporate The Defender almost always stacks the deck in its favour.
world would be queuing up to plaster their logos down the So why help them out any more than theyve helped
side of these spectacular boats. But the sponsorship world themselves already? Wouldnt it have made more sense
is never as simple as that, and we have yet to see this drive if you were really serious about wresting the Auld Mug
for commercial viability achieve much traction. away from USA for the challengers to have organised the
Faltering commercial aspirations aside, Couttss radical racing between just the ve of them?
vision is primed to deliver one of the most thrilling events Part of what governs this unusual spirit of collaboration
in the Cups 166-year history. In some ways, thats not is the so-called framework agreement, which four of the
saying much. Any rose-tinted views of this event might ve challengers signed up to in January along with Oracle.
cloud the fact that the vast majority of Cups have been Its a groundbreaking document that, for the rst time in
boring, one-sided affairs in which one boat clearly proved the Cups history, means that we know the dates of the
superior within the rst minute of the rst race. next two editions , 2019 and 2021, and we know that the
We thought that was going to be the case four years ago AC50 will continue to be the weapon of choice.


ORACLE TEAM USA Artemis Racing Emirates Team New Zealand

Skipper: Jimmy Spithill Skipper: Nathan Outteridge Skipper: Glenn Ashby

Key crew: Tom Slingsby may also helm. Tactician Key crew: Francesco Bruni is stand-in helmsman, Iain Key crew: Peter Burling at the helm, hugely
Andrew Campbell the US input on a mainly Aus team. Percy tactician and Paul Goodison wing trimmer experienced Ray Davies tactician, Blair Tuke trimming
What to expect: Under-performed in the World Series What to expect: Inconsistent in World Series but has What to expect: Down-under approach is the least
but have been fast and looked strong in practice racing shown ashes of brilliance and strong in practice races conventional, early signs look threatening

28 I June 2017
Right: Jimmy
Spithill at the helm
of Oracle Team USA

The only team that refused to join the party was

Emirates Team New Zealand, with the Kiwis objecting on
some fairly woolly grounds. On the face of it, the Kiwis are
the most commercially driven of any Cup team, so why
wouldnt they welcome the framework?
Probably because behind the scenes the Kiwis are much
more reliant on the nancial backing of a few sugar
daddies, not least Patrizio Bertelli, the Prada tycoon who
took his Luna Rossa toys away in a huff a couple of years
ago. Bertelli is thought to despise pretty much anything
that Ellison and Coutts are doing, so the more he can upset
their grand scheme, the happier he tends to be.
Not only are the Kiwis the political black sheep of this
Cup, in technological terms their decision to put their four
power crew on bikes rather than standard grinding
pedestals sets them apart from their rivals. Word is that
they might be generating up to 40 per cent more power
through their legs than other crew through their arms.
In which case, why didnt everyone jump on the bike?
Most of the teams say they considered it but rejected it on
grounds of increased windage and the extra time required
to hop on and off the bike during manoeuvres.
Generating more power gives you the ability to trim
the wing rig and the foils more regularly and more
accurately. Which means you might be able to carry
thinner, smaller foils that are inherently less stable
which might mean you end up with higher top-end speed.
Javier Salinas

But although many of the large components of the

AC50 are one-design, not least the hulls themselves, the
design challenge is proving greater than ever. This time

Groupama Team France Land rover Bar SoftBank team japan

Skipper Franck Cammas Skipper: Ben Ainslie Skipper: Dean Barker

Key crew Australian Adam Minoprio is wing trimmer Key crew: Squad includes wing trimmer Paul Key crew: Chris Draper on tactics joins ex-Team New
and stand-in helmsman. Coach Bertrand Pac Campbell-James and strategist Giles Scott Zealand crew, eg. Jeremy Lomas, and two from Japan
What to expect The outsiders of the bunch. Cammas What to expect: Carrying high expectations in the UK, What to expect: Masses of talent and technical
has the multihull chops, but chances hard to call very well prepared, but practice racing was lacklustre know-how. Dont bet against this team

June 2017 I 29

round, developments could add up to four or ve knots of

top-end speed, but at what cost to manoeuvring in the
AC rules require each sailor
tight connes of the race course? Theres a huge
to carry a personal air supply
compromise between ultimate speed, lift, stability and
which can be used hands free.
reliability. A beam failure resulted in Artemis Racings boat
Land Rover BAR each carry a
folding up into pieces during training, albeit it was one of A grab handle at the
42.5lt Aqualung emergency
the Swedes test craft and not their race boat. collar means the
air bottle, which sits in a
In the early phases of practice racing, however, it was sailors can remove
recessed panel on the back.
Artemis that were setting the pace in their race boat with An airline and regulator
the entire PFD in
Oracle not far off. SoftBank Team Japan, skippered by the attaches to the front . A knife five seconds in case
experienced Kiwi Dean Barker, is also showing good signs is also recessed into the PFD of being trapped
of speed, while Groupama Team France is working hard to underwater
get on terms with their rivals.
The biggest surprise and a worry for British fans has
been how slow Land Rover BAR has been out of the blocks
in Bermuda. While the crew have been putting in some
excellent boathandling around the course, speed through
the water has been distinctly lacking. Ben Ainslie points
out they were still working on their rudders and foils.
But if anyone has beneted from the practice sessions,
it is the Brits. Theyve seen where they need to be and how
much they need to improve if theyre going to stand a
chance of making it to the nals.
Written by Andy Rice

The modern Americas Cup sailor

The shape of the six men competing on each challenger
has changed literally. Two factors have altered the
make-up of Americas Cup teams beyond all recognition:
the move to foiling multihulls, and the total crew weight
limit of 525kg for six men. Sailors in the 35th Americas
Cup now have to produce near constant power rather than
short bursts of intense grinding to trim or hoist a sail, and
they have to do it with fewer, smaller crew.
Land Rover BAR sailor David Freddie Carr epitomises
how the role of the Americas Cup sailor has physically
shifted. Carr began his Americas Cup career in 2003 with
GBR Challenge and recalls the grinding crew on the old
IACC yachts: They were huge, powerful machines, big
prop-forward looking men who could bench press 200kg.
And their explosive power was absolutely phenomenal,
something that us current crop of Americas Cup grinders
could get nowhere near.
Weve changed from these power sprint athletes into 87.5kg
endurance athletes that are required to hold a constant average crew
wattage for 20-25 minutes on these Americas Cup boats.
Land Rover BAR teams head of strength and
conditioning, Ben Williams (an ex-Royal Marine),
comments: I broke down the old Americas Cups and
The ultimate
navigators gadget?
Tactician Giles Scott has 25,500kg
an additional feature on the average weight lifted
front of his PFD a flip-down by a sailor in a week
display screen for data read-
outs which hinges downwards.
Then when he lets go of it, it
automatically snaps back up
into a recess, and tucks in so
it cant get snagged, explains

30Spinlocks James Hall

I June 2017
184 bpm: max power recorded
The Henri-Lloyd rash max heart rate on arm grinder in
vests have bright red recorded during training
a 25-minute
arms, a request from
race. Average is Spinlock T2 buoyancy
sailing team manager
164bpm aid, with integral
Jono Macbeth for
visibility in the water, rash vest for reduced
wind resistance and
for example to help
spot a crew reaching up
shock absorbing body
in the event of a capsize
armour panels on back

Air temperatures in Bermuda

in June can reach 28C so Land
Rover BAR has swapped thick
neoprene training kit for nylon
and Spandex running-style
leggings and a 1mm neoprene
rash vest top, custom-designed
by Henri-Lloyd. With the AC50 The race wear is highly panelled
crews largely working on their for an unrestrictive fit, with liquid
feet, abrasion resistance has silicone backing on the seams to
been exchanged for increased avoid rubbing in areas such as
flexibility and breathability behind the knees. Nick Hutton
worked closely with Henri-Lloyd
to develop the clothing, including
a thick neoprene warm-up jacket
to keep muscles warm pre-race

June 2017 I 31
Harry KH / Land Rover BAR

Above: Land Rover fitness training. Because the loads going through the
BAR used Jaguar shoulders and bouncing around the trampoline are huge,
Land Rovers wind there could potentially be a lot of shoulder niggles, impact
tunnel to analyse injuries and lower limb injuries. We do a shoulder
how to make their conditioning circuit every morning, which will completely
PFD more open up your shoulder. Were doing upwards of 7,000
aerodynamic and revolutions on the handles every day, so youre really
look at the impact asking a lot of that joint.
of crew positions,
down to the Keeping agile
optimum elbow The other thing we do is yoga. At the high speeds on these
Harry KH / Land Rover BAR

position for helming boats, when youre up around 40-50 knots, its very easy to
become very tense and to bring that off the water with
you. You find your body over the course of a sailing week
basically just tightening up. It resets your muscles, and
for all that youre standing stretching with a group of big
burly sailors it does reset the mind as well.
Almost every AC team has seen a man overboard or a
Above: Freddie the work-to-rest ratio was 1:6. In the last Cup in San near-miss. The Land Rover BAR squad incorporates agility
Carr weight Francisco it was 6:1. So how do the current Cup sailors training to keep the team foot-sure. We try to replicate it.
training: the Land produce all this power? We do a lot of hopping courses and a lot of changing
Rover BAR grinding The BAR squad train for around 14 hours a week before direction courses, says Carr. Its akin to what youd see
crew spent the final they even step onto the water. Technogym Arm Grinder NFL players or football players doing; [they] have to have
month in a simulators, aero bikes, rowing machines and an awful lot great acceleration and deceleration.
maintenance phase of repetitive weight training dominate their routines. When were crossing the boat we have to be very agile
before tapering Artemis Racings Chris Brittle can reportedly bench press on our feet. Thats hard enough when youre doing it
their workouts 160kg. Louis Sinclair, Oracle Team USAs bowman, across a gym, hopping over hurdles and jumping onto
dead-lifts 180kg. Boxing and SUPing let some crews blow boxes, but doing it in the middle of a foiling gybe at 40
off steam, but are another opportunity for working on the knots two metres above the water with the pitch of the
all-critical power. boat changing, adds another dynamic altogether. Without
Aerobic capacity is also pushed to the max. Carr doubt the best training for crossing these boats is actually
explains: On the AC50s, youre constantly north of 85 per doing it, but we try and get as close as we can in the gym,
cent of max heart rate. Free-diving training is both a so our limbs have a bit of muscle memory stepping
safety technique and a way of maximising lung capacity. around the boat in those high pressure manoeuvres.
The combination of repetitive movement and huge AC crew have to be able to make split second decisions
loads put the sailors at big risk of injury. Carr explains that
what the team dub pre-habilitation is a big part of their
even when pushed to the limit aerobically. Oracle Team
USA trained with US Navy Seals to test themselves
32 I June 2017
T H E B R I T I S H C H A L L E N G E R F O R T H E 3 5 T H A M E R I C A S C U P

Images Harry KH/Land Rover BAR

is a registered trademark of Henri Lloyd Ltd

mentally while physically exhausted. They were put

through an ice-bucket memory game, where sailors War of the foils
sitting in ice baths could only get out once one of their
highly fatigued team mates correctly solved a puzzle.
ElainE Bunting talks to nick Holroyd
Land Rover BAR has taken a different approach. We try of SoftBank team Japan aBout foils
and leave our out-and-out heart and lung training in the
gym, explains Carr. Then when we step onto the water we t first glance, the teams AC50s may look similar,
work 10-15 per cent less than that and are able to
cognitively think the boat around the racecourse.
A but out of sight within the hulls and under the
water lie significant differences in foil designs
Thats where the real skill of the sailor comes in, where and control systems. The margins to be found in these
you are operating at 80-90 per cent max heart rate, so will be key to winning (or losing) the Cup.
youre breathing pretty hard, but youre also very aware of Nick Holroyd is technical director of SoftBank Team
how the boat is set up; not only what move is coming next Japan and previously worked as technical director at
but what is likely to come at the bottom mark and how Emirates Team New Zealand on NZL2 and NZL5, the first
that might change if one boat gybes early and gets a split foiling AC72 catamarans. He explains: This is a very,
at the bottom gate. very long way from a one-design environment. It really
Thats where the skill comes: being physically stressed is a full development class. Having the hulls and cross
and fatigued but being mentally able to structure as one-design is a benefit as it lets you focus on
cope and plan ahead. the stuff that makes you go fast.
With a total weight limit of 525kg, Since foils were first introduced to Americas Cup
Louis Vuitton Americas Cup many teams have been slimming down racing in San Francisco in 2013, the advances made in
qualifiers and challenger play-offs: their helmsmen to shift the weight foil design and efficiency have been startling. Looking
26 May-12 June 2017 allowance onto the power-driving back now, Holroyd says: That was a once-in-a-
Red Bull Youth Americas Cup grinders. Even so, there is no weight generation Wild West of yacht design. It was very hard to
Finals: 20-21 June spare. Carr radically changed his diet to keep velocity prediction tools up with our state of
Americas Cup J Class Regatta:
the Sirtfood plan, which saw his body development. So the mathematics behind it were
16, 19 & 20 June
fat drop to just seven per cent. relatively crude and because those mathematical
Americas Cup Match:
Working with nutritionist Aiden models of the boat were lagging we didnt have much
17-18 & 24-27 June
Goggins, the team have been having ability to optimise.
quarterly blood tests to personalise
their diet, explains Carr. And without a
doubt the most interesting two of those was the first blood
draw he did and the one he did three months later after we
implemented his plans. Fundamentally I had been
Matt Knighton / SoftBank Team Japan

brought up in the RYA youth system where carbohydrates

were king and slow burning energy was the thing.
Goggins advised that Carrs body struggled to convert
carbohydrates to energy.
We made some very drastic tweaks to my diet. I didnt
change the volume of my food intake, if anything I
probably increased it a little bit, and within that first three
months I lost 7.5kg and a load of stuff that was potentially
in the red within my cell health became one of my strong
points. Everyone in the team had their own stories like Above: SoftBank Team Japan technical director Nick Holroyd is in
that, with dietary tweaks that not only helped them lose charge of development and a longtime expert on Cup foils
or gain weight but actually helped them find 5-10 per cent
in performance. Four years on, design tools have been defined and
Written by Helen Fretter developed that give teams a more much accurate
prediction of the behaviour of the boats and allow teams
to optimise performance. So not only are the AC50s
See our exclusive news and video significantly faster than were the AC72s, but they fly on
during the Cup at foils far earlier in the wind range, at 7-8 knots true.
Under the current protocol, the boats race between 6
and 25 knots of wind. Once the breeze lifts off the
bottom end of the wind range, everything changes
quickly power, loads, stability. At 6 knots the boats are
in displacement mode and slow (though winds this low
are very unlikely in Bermuda in May and June). With
only half a knot more wind speed, they are fully foiling
and boat speeds surge from 7 knots to 12 knots.
At 7-8 knots TWS, these boats are foiling downwind

34 I June 2017
and, with a little more, foiling upwind
too and flying right around the course
without touching down, including
through tacks.
Throughout the practice racing in
April and May, teams have all been
trying out upgrades to boards and
rudders. Optimisation will continue
throughout the racing and indeed

Matt Knighton / SoftBank Team Japan

through the match itself.
Teams were allowed six foils for their
development boats, based on the
AC45s used in the World Series. For the
AC50s, four sets of boards are allowed.
Teams are allowed to make unlimited
small changes to these boards,
provided 90 per cent of the original
stays unchanged. They each also have
four trump cards to play, in that they youre going to see in the foils is a little bit of a reflection Above: SoftBank
can make one significant change to each set of boards, of how those teams see the game playing out. Team Japan using
affecting up to 30 per cent of its mass. It is not only foils that could give a team a decisive edge, one of their foil sets
The aim has been to contain costs, but this scope of but also the hydraulic systems that control them, another during practice
development is still extremely costly. A pair of foils is said extremely important area of open development. racing in April
to cost approximately US$500,000, but that is purely the These are the areas you dont see: the hydraulics and
time and materials needed to build them it doesnt systems that control the electronics, explains Holroyd.
include the huge number of hours that go into design, The two areas, foil design and controls, are very
testing on the water and analysing the data afterwards. intertwined. If I can design hydraulics that get my
With that added, development burns through millions. daggerboards to their target position faster and more
The four big changes that can be made to each set of smoothly, and an interface for the helmsman to use that
boards will allow teams to replace the whole of the wing, is more natural and more fluid, all these things serve to
or horizontal part at some point. A well choreographed increase the stability I have when foiling. In turn, that lets
team could accomplish that in a matter of four days, says me re-look at the board design and I can design a board
Holroyd. So you could make those changes quite late. that has less inherent stability engineered into it.
The smaller ten per cent changes can also be used to As a general rule, teams pay a price in greater drag
tweak performance, perhaps by slightly changing the when they design stability into the boards. Back in the
camber of the wing, or extending or shortening it. Tips AC72 generation, if the boat was flying level and some
could be changed between two versions of the same board, force like a wave acted up on the boat that moved it away
or a team could optimise a set for up the wind range or from its target ride height, the design of those boards was
down the range. These changes can be done on a short such that they were positively stable, says Holroyd. The
timeline and will be important in a game of tiny margins. boards we have now on the AC50 are the opposite: they
Each team will have foils to use in different wind are unstable. We do that because we can reduce the drag.
conditions but for each day of racing they will have to So we are very reliant on the helmsman to maintain
decide which foil set to use. The foils are all pre-measured that stability. The control system, how intuitive it is to
and have to be declared five hours before the first race and operate it, how quickly it achieves that correction, those
then cannot be changed during the day. things dovetail to define our design space.
Foil development is one of the Cups most closely These controls are operated by the helmsman via
guarded secrets. But have the differences in what teams buttons on the wheels. Oracle Team USA recently showed
have been trying to achieve been notable? off a wheel developed with sponsors BMW though, like
Yeah, I think so, says Holroyd. Its very hard for me to most teams, they havent shown photos of what the
comment specifically on other teams, I guess, and well wheels actually look like on the boat.
have to leave it to the racing to find those things, but for As the development programmes have progressed,
sure we see some teams that have emphasised the very speeds have continued to rise. When asked about ultimate
top end performance. So maybe theyre looking hard at top speed seen, Ben Ainslie says the Land Rover BAR team
being quickest on the reach and being first round mark has been clocked fractionally over 43 knots during a
one, and defending that position. bear-away. Speeds of 40 knots are not uncommon. Ainslie
Maybe youre prepared to pay a cost of net time even suggested that, were foils built simply for straight
around the course to ensure you have that capability. But line speed, these boats would be capable of over 50 knots.
if youre confident you can design a board thats good When it comes to the Americas Cup, these boats will be
enough to keep in touch along the first reach and down racing each other at closing speeds of almost 100mph.
the run, you might make a trade to be significantly faster Sailing has made many claims over the years to be a sport
upwind and make passing opportunities there. So what akin to F1-style, but this time it really will be true.

June 2017 I 35
36 I June 2017
Mutiny the inside story
Conrad HumpHreys on tHe tV reCreation of tHe Voyage of William
BligH and 18 men Cast adrift after tHe mutiny on tHe Bounty in 1789

e staggered up the beach in a did not arrive to a heros welcome. His men were

remote part of Timor, our weary half dead and most would die within a few weeks of
legs gave way as each of us collapsed their arrival.
onto the pebbly shoreline. Tears of This was to be our story, a modern day
relief ran down our cheeks as we sat recreation of Blighs 4,000-mile open boat voyage
motionless for the first time in over 60 days taking from Tofua, where he was cast adrift from HMS
in our strange surroundings. I felt oddly numb. Bounty, to Timor where he skilfully navigated
Looking back out to sea at the tiny 23ft wooden Bountys launch through some of the worlds most
boat that had been our world since leaving Tonga, I remote islands and treacherous reefs. Blighs only
suddenly wanted to be back on board. Cameras, mantra was survival. Cast adrift after a mutiny, he
interviews, people, hassle surely Bligh didnt have
to contend with this. Maybe he did? He certainly
and his followers were left for dead with enough
rations for only a few days sailing, a sextant,
Photos courtesy of Channel 4
June 2017 I 37

some declination tables, a pocket watch and some was to come. The waves broke over the boat and by
carpenters tools. No-one really knows what was in his daybreak, we were all soaked to the bone.
mind as he pointed the launch towards Tofua, 35 miles Making landfall the following day took a huge effort,
away, but what unfolded was the greatest feat of with the strong Trades blowing us away from the island.
navigation and survival in British history, although Bligh Bountys End was cursed with an inability to go to
was not regarded as a hero by any of his peers. windward, so a long and arduous row was necessary. All
When I was first approached by Windfall Films to be the the time, the clock was ticking...
professional skipper on board this ambitious recreation, The stop on Tofua proved fruitless, with only a handful
my heart raced at the thought. Ive never been shy of of coconuts to show for our efforts. Meanwhile, we were
taking on sailing challenges, but this was at best audacious now a day behind my schedule and our strategy to follow
at worst reckless. A crew made up of mainly non-sailors: Blighs original course through the Lau Group and Blighs
a handyman in place of a ships carpenter; a student Passage, was now looking extremely dodgy. Worse, the
doctor in for a surgeon; and a whisky salesman in place of Trades were weaker than the previous day, so our progress
the ships clerk. To think that we could really pull this off towards the Lau Group was not as I had expected.
was bold to say the least. Could modern man survive the As time wore on, I calculated that we would not pass
same fate as Bligh and his men? Clearly we could and did. through the Lau Group in time and decided we should get
Many comparisons will be drawn about Bligh and his some more southing into our westerly course. Ideally wed
ability to lead his men to safety. For us, our captain was aim to pass south of the islands before the wind veered
former SBS soldier Ant Middleton. Like Bligh he was only into the south-west, allowing us enough sea room to the
35, but unlike Bligh he was not an experienced sailor. Ant north if we needed to run off on our approaches to Fiji.
does know how to survive and shouldered the weight of That was the plan. The sunset looked a little ominous as
leadership like he was born to be on water. When I looked we spotted our first island out to the west. We were not
across to him one night as the wind howled and the quite as far south as Id have liked, but there was a
heavens unleashed a torrent of rain on our shivering, reasonable four-mile gap between the reefs that I thought
terrified crew, he looked at me with a broad grin. It was wed be able to sail through.
enough for me to realise that, as in 1789, its only wind and I briefed Ant and the crew on what to expect. We would
water and if we kept sailing west wed eventually arrive. attempt to sail west through the reefs and to the south of a
small island called Kabara. From there, wed be able to bear
away a few degrees and head for the
next volcanic island. This approach
We listened for breaking water. to navigation is not something that
Id ever done before, heading
suddenly all hell broke loose towards an island to pinpoint your Above: Becalmed,
position. The early Polynesians dehydrated and
From the moment we were cast adrift 35 miles south- were masters at wayfinding, which was done exactly like starving in the final
west of Tofua, I knew that I would no longer have access to this, and Im sure that Bligh used the same techniques. days before arriving
any weather information. As a sailor, not being able to That night as we passed between the reefs, I asked the guys in Timor
forecast would mean navigating with a far wider margin to listen out for any sound of breaking water. We were all
for error. When Bligh was cast adrift, he was given some of tense and then all hell broke loose. Suddenly the wind

his navigation equipment, including a sextant and a changed direction and picked up dramatically. It was a
pocket watch. He would not have had any idea of the weather front and we were now on a course heading
expected forecast.
In the months before we were cast adrift, I studied the
weather every day and tried to build up a knowledge of the
patterns in my head. Bligh had charted many of the
islands around Tonga and Fiji with Captain Cook, and was
able to recall them in his head. I hoped that I would be able
to do the same. As the rope was cut and we were cast adrift,
I knew that within five days the weather was due for a turn.
The tradewinds, south-easterlies, that would blow us along
at up to five knots would be replaced by a strong south-
westerly front and what looked to be a serious amount of
Like Bligh, we would set sail to Tofua to get extra
supplies and water. I was nervous about wasting time on
Tofua, but agreed that one night would be OK as long as we
set sail early the next day. My objective was to get safely
through the Lau Group of islands and reefs that lay some
200 miles to our north-west before the winds changed. We
arrived at Tofua on the evening of the first day, just before
dark, so we decided to hold off until first light. That Ant Middleton and, at the helm, Conrad Humphreys. For the purposes of the show, Humphreys
evening the winds picked up and gave us all a taste of what was known as the sailing master he was the professional skipper for the voyage

38 I June 2017
Preparing for a
barrel drop. Twice a
day we exchanged
camera equipment

June 2017 I 39

Without shelter we
would try to save the
dry clothes we had

Mutiny on the Bounty another ship and, after his 80-page account of
In April 1789, Captain William Bligh set sail from the voyage to Timor was published, was hailed
Tahiti after 23 weeks collecting breadfruit plants, a hero.
as directed by the Admiralty. Discontent had been Some 14 men from the Bounty remained in
brewing since the previous year. Tahiti where they were captured and taken
Ann Ronan Picture Library

In Tahiti, some crew had deserted and when home to face trial. Of the ten defendants, four
they were found, Bligh punished them severely. were acquitted and two pardoned. Three others
Things came to a head shortly after leaving the were found guilty and hanged.
islands. The chief mutineer, masters mate Eight other mutineers escaped on Bounty
Fletcher Christian, accused him of abuse ... so bad with Christian, along with their Tahitian wives
that I cannot do my duty with any pleasure. I have and six servants. They made for Pitcairn Island,
been in hell for weeks with you. touch either map, ephemeris, book of where they ran aground and the ship broke up. It
Along with 18 officers and some men, Bligh was astronomical observations, sextant, time-keeper, would be 20 years before the outside world heard
placed into the ships boat. Bligh noted in a later or any of my surveys or drawings. from them again.
account that he got a quadrant and compass into When, finally, Bligh returned to England, a court Today, the population of Pitcairn is around 50,
the boat but was forbidden, on pain of death, to martial found him innocent. He was appointed to most of whom are descendants of the mutineers.

40 I June 2017
Above: Conrad Humphreys navigating with paper
charts. Bligh had no charts. Left: The effects of 400
calories per day: ribs and bones protruding from all
the crew, often bringing spirits very low

towards Kabara Island. I called for a reef to be put in both hold our course. I looked over at Ant, who looked back at
sails which, given the experience on board, proved to be a me with a broad grin. It was the comfort I needed. Its only
nightmare. In the confusion, bodies were caught up in the wind and water and if we kept heading west, wed get
sails and yards, at one point the sails ended up in the through it.
water, and all the time, I was concerned that we were being
blown north onto the reefs. Endless rain
We eventually got the sails set and with everyone You would never have thought that too much rain would
packed into the windward side of the boat as ballast, we become a major issue during the recreation of Mutiny.
attempted to sail as close-hauled as possible. Bligh also experienced a lot of rain during his voyage,
The waves were now beam on and at best I estimated which caused great suffering to his men. In the first two
that we were making a course of due west over the ground. weeks of our voyage it rained constantly. In fact during
Kabara was only a few hundred metres wide, so we needed one 96-hour period it rained without stopping. Rain was
to hold our nerve and get to windward of the island before the devil on board. It sucked morale and, as Ant expressed,
easing sheets and bearing away a few degrees. I could hear tapping his head one day: It just gets into your head
the waves booming on the reef to leeward and now every tick, tick tick.
wave that broke over the boat made me imagine the worst. Without shelter, we would strip as quickly as possible
I tried to put in a call to our support boat, to ask them to and put on our wet clothes to try and save what dry
warn us if we got to close to the reef. Unbeknownst to us, clothes we had. Not everyone could be bothered with this
the support boat had in fact lost visual contact with us in life-preserving routine and before long, some of the crew
the weather front and were unable to see our radar trace experienced severe shivering and found it difficult to
on their screen. The radio was silent. keep warm. We took it in turns to do squats and exercises
Thoughts were now racing through my head: do I bear to try and keep warm.
away hard and try and pass to the north of the island or We had capacity to store 140 litres of water (seven days
hold my nerve? What the hell were we doing in this worth at our recommended 2lt/day) in two large 50lt
situation, with a crew almost paralysed with fear and a barrels and four smaller 10lt barrels. We refilled the barrels
support boat unable to render any assistance? We had to on land, where we found natural water sources. In Yandua
we found a freshwater seep coming out of the ground. In
Above: Bad Vanuatu, there had been a drought and the locals drank
weather as we from a small stagnant pool. We ran a rolling boil to purify
approach Fiji it the water, but it still tasted foul.
rained non-stop for During the 1,600-mile leg to Restoration Island, one
96 hours 50lt barrel smelt sulphurous. We had no choice but to
continue to drink from it, but everyone suffered from the
effects with stomach cramps and diarrhoea. After we
crossed through the Great Barrier Reef and made landfall
on Restoration Island we were able refill the barrels.
However, the bacteria in the bad barrel was not properly
removed and on the final stretch of the voyage it would
come back to haunt us.
Bligh stopped a few times along Cape York peninsula.
Right: Our Captain We made landfall on Sunday Island, but found no water
Bligh was Ant and again on Albany, the most northerly island off Cape
Middleton from the York. Here, all we found was an old boat with hundreds of
TV series SAS:
Who Dares Wins
litres of rainwater in the bilge. We again topped up, but
when we left Albany, it was clear that we would need to
June 2017 I 41

The mood was good.

confidence on
board was high

The boat: Bountys End

Our boat, Bountys End, was built in Richmond by Mark
Edwards (who built the Gloriana for the Queens Jubilee,
among other film projects). Mark brought in naval architect
Stuart Roy to draw the boat and assess the safety and
stability of the design. The drawing of the original boat is in
the public domain. Looking at that, their first assessment
was that the boat was unsafe for its intended purpose!
They added an additional plank to increase the
freeboard by 9in, which certainly made the boat drier
than Bligh would have experienced, but it also changed
the rowing height. This made the boat far more difficult to
row, which had quite a bearing on our voyage. Chris Rees,
who built Spirit of Mystery for Pete Goss, was brought in to
design the rig and sails and decided a dipping lug was the
best sailplan for the boat.
I now own her and have created a programme with The
Island Trust which runs sailing programmes for young,
disadvantaged and disabled people. She will visit schools
and events as a living history project. For more on this, Above: Arrival on the beach in Timor after 60 days on board Bountys End. This photo shows clearly
see: how the meagre supplies of 400 calories per day had left them severely emaciated and quite weak

42 I June 2017
Above: Conrad Humphreys using the sextant for a noon sight. Bligh Above: Crewmember Rishi Rivalia notching off the days on the thwart
was cast adrift with only his sextant, tables and a pocket watch of the boat. In normal life, he works in the food and drinks business

conserve our water. Wed be right on the limit with just a option and the only way out of the high pressure was to
litre of water per person per day. move towards Timor, however slowly.
Progress was good along the northern tip of Australia Ant called a crew meeting and the vote was to wait for
and we hit some of our best daily runs of the whole trip the wind and give it a further 48 hours. I was pretty angry
passing through the Torres Strait and across the Gulf of and for the first time in the voyage I disagreed with Ant.
Carpentaria. The mood on board was good and confidence We would run out of water before the wind returned.
in our water situation was high. After waiting a further 48 hours, we went to my plan
We passed through a couple of smaller rain squalls, but and started to lighten the boat. Everything non-essential
such was the fear of rain from the crew, no effort was made went overboard (to be collected by the support boat). We
to collect it. In fact it caused quite a lot of angst that we were down to the last drops of water and it was clear that
again would be subject to more rain. I briefed everyone we would need an intervention or risk dehydration and
that, from the earlier climatology study, the weather in the possible long-term health problems. Everyone was in a
Arafura and Timor Seas would get progressively lighter as terrible state.
the tradewinds reduced the further west we travelled. We Our support crew knew we were in trouble and radioed
should expect to slow up. My briefing fell on deaf ears. us to say that we needed to drink urgently and that they
Rain was still seen as the devil! would resupply us with 20lt of water during the next
barrel drop. Ive no doubt that had we not had that
Progress slows as the wind dies intervention, we would have experienced severe
Water in one of the 50lt barrels started to smell very dehydration and ultimately death in the Timor Sea.
sulphurous and quickly became undrinkable. It meant Having drunk enough water to rehydrate, we set out to
that we only had around 40lt of water with still over 800 row and soon found ourselves in a strong westward
Above: Making miles to Timor. Progress slowed dramatically as we flowing current that was taking us towards the Timor
good progress with encountered a ridge of high pressure and our daily coast. I noted the strength of the current as we passed an
some fast sailing average dropped from 100-plus miles down to 50. It was oceanic buoy and estimated it to be at least two knots.
north of Cape York obvious that we were going to struggle on the water we We spotted land to the north-west and our hopes and
towards the had, so Ant took control of the ladles and we reduced our dreams of completing the voyage soon filled the boat. The
Torres Strait consumption down to 600ml per day. burst of adrenaline and energy that Ant predicted when
After 48 hours in the sweltering heat, which was we saw land spurred us on and soon we spotted wind and
melting the camera batteries, I felt that we needed to signs of civilisation in the form of fishing boats on the
change our tactics. The high pressure system had horizon. In the final hours before making landfall, we were
intensified over us and I believed from the wind direction treated to one of the most spectacular sunsets of the
and the cloud formations that we were right in the centre entire voyage.
of the system with no obvious quick way out. We were now in Timor, and on the beach was a shack
I wanted to do two things, the first was to lighten the selling chocolate and Coca-Cola. Seven tired and hungry
boat and transfer anything that was non-essential over to soulmates stepped ashore and wept with joy.
the support boat. The second was that for those of us that
were fit enough (and not all were) we would do a bit of
rowing in the night. There were small patches, zephyrs of
wind that we needed to get to and with just one person on Conrad Humphreys, 44, competed in the
the oars, enough momentum was created to generate Whitbread Round the World Race at the
some apparent wind to keep us moving. age of 21. He skippered the winning boat
Ant did not agree with my plan. He felt we were all too in the 2000-01 BT Global Challenge, LG
weak to row and preferred to sit tight, conserve energy and Flatron, and in 2004-05 became only
wait for the wind to fill. I understood the need to conserve the fifth British yachtsman to finish the
energy, but I felt strongly that doing nothing was not an Vende Globe.

June 2017 I 43
Strap line

Stripped and
Volvo Ocean Races 8m refit
What is the VolVo ocean Race one-design fleet doing in an old fish
maRket by the RiVeR tagus? elaine bunting finds out

44 I June 2017
small eet of boats lies alongside a shed Ocean era with a non-stop 12,000-mile leg from Cape Town
that seems abandoned. Seagulls pick their to Hong Kong, sailing south of Australia.
way past shing pots and nets. In this part The races ret facility was set up last year in what was a
of the outskirts of Lisbon, by the banks of disused shing market. Although unprepossessing from
the River Tagus, the only clue that the outside, it provided something in short supply: a 120m
something more is happening inside the building is a sign covered shed with lots of empty dock space outside right
over the door saying simply: The Boatyard. next to a marina with access to the Atlantic. A deal was
This is were the Volvo Ocean Race one-design eet has struck with Lisbon, which is a stopover port for the race,
been undergoing a comprehensive 8 million ret, and the maintenance arm for the one-design eet is now
designed to bring the boats back as close to mint condition based here.
as possible. It has been a tight schedule to get the eet The yard has been retting seven of the existing boats,
ready for its second round the world race, which starts from and tting out one new yacht, built at Persico in Italy for

Alicante in October. And this race could be even tougher new sponsor Akzo Nobel.
than the last: it will mark a return to the epic Southern The term ret scarcely does justice to the scale of the

Pushing out the boat.

A newly prepared
yacht ready to receive
mast, keel and rudder

June 2017 I 45
VolVo refit

work. The VO65s are the hardest raced one-design yachts

in the world. In some cases, boats have logged double the
mileage of a circumnavigation. Team Brunel, for example,
had sailed more than 60,000 miles since being launched
in 2013. So to bring every boat up to a similar condition
has taken nothing less than an overhaul of every single
fitting and component.
Nick Bice and Neil Cox are in charge of operations at
The Boatyard. It was set up as an entity during the last race
to take the maintenance of the fleet of one-design yachts
in-house, ensuring that they remain strictly in class and
that the work done on them was consistent. Beyond this
refit, it is contracted throughout the next race to look after
deck hardware, electrical maintenance, boatbuilding,
sailmaking, hydraulics and engineering.
The refit for each boat is a 15-week process involving 22
people on site, rising to 45 or 50 when equipment
suppliers arrive to fit final systems. Some 6,300-6,500
hours goes into each yacht, costing around 1m each, and
with one clear aim: When we give the boat to the teams
they should feel as if they are getting a new boat,
comments Neil Cox.
Cox, like many of the team working in The Boatyard,
has a long background in the race. He has worked with five
previous Volvo teams over the years: SEB, ABN Amro One,
Puma, Camper and Team Vestas Wind. He gets boat
maintenance from both a crews and an organisers
perspective. At no point can any team have any doubt
about the one-design integrity, he says.
At any one time, four yachts were undergoing refit this
winter, with boats moving through sequential bays in the The first cab off the ranks, Dongfeng Race Team, having all the gloss
sheds in Lisbon every three weeks. Yachts began the inlays and non-skid paint removed from the deck ready for repainting
process in the strip-out bay, where everything from each
boat was removed, from bowsprits to rudders, electrical
wiring to engine, and all the deck hardware. This is the
this for each yacht is a three-week job for an A team longboards
'Everything is removed, from 18-strong paint team based in Lisbon. the hull of a yacht
After painting, the yachts travel through to get a straight,
bowsprits to rudders' to a third bay, the refit bay, where fair surface for the
everything is fitted back on the yachts. And new graphics
stage at which testing and any essential boatbuilding was by everything, they mean every last nut, bolt and cable.
done, with the aim of getting a sound composite More than 1.5km of wire cabling alone has been stripped
structure, fully repaired and ready to be painted. off each yacht and replaced, along with all the electrics and
One of the benefits of the one-design maintenance and electronics and deck gear, plus machinery such as engines
refit is that the performance and condition of every and watermakers.
element can be recorded and analysed. The Boatyard uses The yachts emerge from this bay complete apart from
the same NDT and quality improvement processes they mast, keel and rudder.
have from the first day of the one-design builds, and this This is the stage at which some minor modifications are
information contributes to a continuous log in which made to the one-design from the last edition of the race.
every failure is recorded. We can look at anything thats The class rules feature a clause known Appendix F that
gone wrong. We know where it was inspected and when, allow teams to get together to suggest and incorporate
whether it be rigs, keels, boats or structures and the Farr small upgrades, so long as they are not, strictly speaking,
Design office is tied into that loop, says Cox. performance related. During the last race they included
As dull as it sounds, these boats are incredibly robust. modifications such as extra handrails, padeyes for
The engineering was designed for a purpose and [in the stacking sails, catches to keep bulkhead doors open and so
last race] no one had a structural failure that had any on. By the end of the 2014-15 race there had been around
impact on their performance in the race. Its a fair thing to 75 amendments. The Boatyard team picked out the best
say that most failures were operator error. ideas to standardise on the boats.
In terms of time, however, the largest part of the whole Some of the biggest changes relate to communications
refit has been the painting stripping off the old paint, equipment and power. The new CEO of the race, Mark
resurfacing and priming, fairing, painting and branding Turner, has stated his aim to bring more of the real-time
accounted for a massive 2,200 hours per boat. Completing action and drama to our screens, including giving

46 I June 2017
Spray painting the individual crew the opportunity to use social media. That
hull. The new fleet has coincided with a new generation of longer life
uses paints by lithium-ion batteries.
sponsor Akzo Nobel The biggest enemy of communicating what happens
in the race is power, comments Neil Cox. But from even
three races ago [power generation] has changed so much.
In a perfect world, wed have a live feed and 24-hour
coverage from the boats, but the cost of the data and
power would be the obstacle. Even now, how you choose to
use power on board is part of the race tactics.
The yachts will not carry any more fuel than before,
despite the power demands, but they will be running Watt
& Sea hydrogenerators for the first time. These have been
really successful on the IMOCA 60s that race in the Vende
Globe and the cruising version is increasingly popular on
ocean cruising yachts. For the VOR, these units will be
attached to the transom with fittings that allow them to
be tacked.
Following the fit-out, each yacht spent three more
weeks in the branding shed and then a final three weeks
being commissioned and carrying out sea trials before
finally being handed over.
During this time, the rigs and appendages were refitted.
The Southern Spars rigs are the same, but additional
laminate has been added to the aft end of the spars. The
luffs [of the mainsail] are quite deep so teams were

giving it a fair bit of grunt to flatten it out, says Cox.

June 2017 I 47
VolVo refit

The first boat to come out of refit, Mapfre, broke its mast
above the first spreader.
This was the second dismasting in the fleet on the
2014-15 race, Dongfeng broke the upper part of its mast
above the third spreader during the leg round Cape Horn.
The reason was mooted to be a consequence of using a
masthead Code 0 with a reefed main in too strong wind
and sea conditions.
The rules allow teams to buy a new mast, rudder or
daggerboards, and six new masts have been ordered, with
Dongfeng, Mapfre and the new yacht, Akzo Nobel, taking
the first three. Not all teams will have the budget to buy a
new mast, but all will have new carbon ECSix side rigging,
and will probably replace that again during the race, either
in Auckland or Brazil.
Most will stick with the existing rudders and
daggerboards. These have been comprehensively tested.
The daggerboards were NDT tested and a rejected board
was subjected to a bend test. It was placed in a mechanical
jig with the same spacing as the top and bottom bearings
and bent with a hydraulic ram. The Farr Yacht Design
office ran the numbers and calculated that the board
would break at 13.8 tonnes. It broke at nearly 18 tonnes.
Some changes have been made to the sail wardrobe this
time round. In the last race, only eight sails were allowed
on board on any leg, from a total of 12. For the next race,
teams will be allowed eight race sails plus a storm jib, from
a total allocation of 17. The suit includes a new light airs
upwind sail, a J0, and teams can buy two of every type of
sail plus six for training before the race start.
North Sails are making the sails in Aramid and
Dyneema using their 3di moulding process. Once again,
they will be made in batches by the same loft team so each
yacht gets as near identical cloth and production as
possible. This also means that teams that announce entry
late wont be at a disadvantage.
As was the case last time, every batch of running
rigging is identical, to the extent of being supplied made
up to the same lengths and bar-coded for identification.

'The boats weighed within start, so at least for the first legs, the biggest Volvo Pentas
advantage will lie in time on the water and a engineers
30kg of each other' cherry-picked core crew experienced from inspected all the
the previous race. Mapfre (back sailing with saildrives and
But just how similar are all the VO65s under the skin? a new mast) was the first to be launched this winter and is serviced engines,
After all, there is one brand new yacht and the preexisting enjoying a head start with an expert crew including while 1.5km of
fleet of seven includes the former, massively rebuilt Team skipper Iker Martinez, Jean-Luc Nlias, Rob Greenhalgh wiring was also
Vestas Wind. To get the yacht that ran up on a reef in the and Sam Goodchild. replaced in each of
Indian Ocean back into the race last time took a Another firm race favourite, returning again, will be the yachts
gargantuan rebuild effort, and it required a substantially Dongfeng. Until their dismasting in the last race, they
rebuilt deck and an entirely new hull. were a real contender for an overall win. Skipper Charles
Surely an advantage lies with the brand new yacht or Caudrelier has selected a rock-solid, multinational line-up
the semi-new Vestas? that includes fellow French sailor Jrmie Beyou, Kiwis Stu
VOR argues thats not the case. Certainly, the extent of Bannatyne and Daryl Wislang (ex Abu Dhabi Ocean
the refit is impressive and we were told at the time of our Racing), and Chinese sailors Wolf, Horace and Black are
visit in March that the boats then finished weighed within also back again.
4kg of each other. The range last time was 30kg across the So far, only two other teams have announced: Simeon
fleet, says Neil Cox. Before the race, yachts will be weighed Tienponts Akzo Nobel; and Charlie Enrights Vestas 11th
again and any corrector weights required added so that Hour Racing. That leaves four teams yet to show their
they are all equalised. hand (or perhaps even to sign on the dotted line). For
Some teams will only get together shortly before the those it will be a rush to catch up for the fleets first big

48 I June 2017
Above: Spanish entry Mapfre getting ready for her launch in February.
Right: After 12 weeks of the refit, the keels are re-stepped and the
boats commissioned and handed over to teams

race, the Rolex Fastnet Race in August and the start in

October. But the benefit of The Boatyard is that all eight
boats will be completely equipped and ready to sail.
Once the Fastnet Race is over, the fleet will return to
The Boatyard in Lisbon in September for a final check over.
While the boats are out of the water, the crews will go on
sea survival courses and first aid courses plus specialist
equipment and maintenance training from suppliers,
media training and crisis management planning.

A design conundrum
Since the VO65s were first conceived in 2011, design has
been on a lightning charge. Compared with foil-borne
IMOCA 60s, the VO65s look dated and, absurdly, a lone
sailor can at times sail markedly faster in a smaller boat.
Meanwhile, the era of 30m oceangoing Ultime fully flying
trimarans is just round the corner.
So what should the Volvo Race one-design be for the
next editions? This is the question Mark Turner and his
colleagues have been debating with designer Guillaume
Verdier. Some beyond the race would like to see a
monohull capable of being moded for the Volvo and the
Vende Globe solo race; others are in favour of a multihull
capable of competing in big French transatlantic races or
short-handed round the world.
The conundrum is to arrive at a design that is
sufficiently bulletproof to last the course and inspire
confidence in a sponsor. Better sustainability is also a
prime objective of the design and build.
The Boatyard will go on to manage the new generation
fleet. Indeed theres a suggestion that the capabilities of
the refit yard in Lisbon could in future be applied beyond
the VOR to other yacht races or one-design fleets.

June 2017 I 49
The Tibbss Wauquiez
Centurion 40s, Taistealai,
surges down the Trades
through the Pacific

50 I June 2017

red-footed booby landed on our pulpit and
hitched a ride as we approached the Galapagos
Islands. As dawn broke, it ew off, and the light
revealed a pod of orcas swimming nearby.
Cruising in the Pacic is a different world.
Nothing really prepares you for the abundance of nature in
the Galapagos Islands, even when you are ashore. Here,
sealions crowd the sidewalks and benches and you struggle to
avoid tripping over iguanas.
After crossing the Atlantic in the ARC in 2015 and making a
short cruise in the Caribbean, we returned to the UK to go
back to work, leaving our Wauquiez Centurion 40s, Taistealai,

in Grenada for nine months.
We had heard horror stories about mildew and

Photos: Rick Tomlinson

June 2017 I 51

termites reducing the woodwork to dust, but they were no Helen at the helm in good ways and some bad. But Admiralty Bay is as I
more than that, and when we arrived back in January to while Chris has remember it, still prone to some gusty conditions, with
antifoul and launch the boat, she looked better than she some food mixed holding.
would have after a few months ashore during a UK winter. We had a gusty night there in the Christmas Trades and
We were hit, however, by the diving pound after Brexit I was up and down out of my bunk quite a few times. We
so it had become an expensive layup. And when returning have come to rely on the anchor drift alarm on our
to Grenada we were a bit shocked when our bags were Raymarine MFD/chartplotter. When daylight came we saw
searched at the airport for boat spares. Our pleas that they a large catamaran hard aground on what is rather aptly
were ships stores in transit fell on deaf ears and our only named Charterboat Reef. It made me thankful that we had
choice was to pay a tax (which seemed a random amount) added another 30m of chain for the Pacific crossing,
or employ an agent, which would cost more than the tax. although I now worry about the chain link connecting the
But once the boat was launched we had a short cruise to two lengths, and the fact that chain tends to bunch under
Saint Lucia with friends to join the World ARC, our the windlass.
ultimate destination New Zealand.
On the way north to the start we stopped at Tobago Colombia bound
Cays and enjoyed a lobster dinner cooked by Neils mum This incident highlighted just how quickly a dream can
(Neil is a local boat boy who goes by the tag of Mandyman) turn to a nightmare even in a sheltered anchorage GRIB
and carried on to Bequia, where we got a bit of a shock. files were indicating 15-20 knots but as the wind funnelled
Bequia has grown and grown since I first visited in 1980 through the hills we were recording gusts to the low 30s. I

52 I June 2017
Fishing has been patchy but there have been Helen relaxes in some calm weather while on
some good catches, like this skipjack tuna passage, under a makeshift awning

use GRIB files all the time and while they are good and
generally very accurate, there will be local effects around
islands and hills.
We were in Saint Lucia for New Years Eve and in early
January started the World ARC. Rallies are not for everyone,
but I must say we are thoroughly enjoying this one. I get a
little fed up with cruisers belittling those who take part in
these events. For us it means a huge reduction in the
paperwork and, quite importantly, it gives us a time frame.
It may be very well to have complete freedom of when and
where you go, but harbours and bays are full of yachts that
are not quite ready to go and in a years time they are still
there. A rally keeps the momentum going and its a great
way of meeting people.

Through the Panama Canal

We went through the Panama Canal and into the Pacific in
late January. Now that we are in the Marquesas Islands (as I
write), our jobs list is getting smaller but some things are
being put off and may well still be on it when we get to
New Zealand.
It is interesting that although we are surrounded by
nature and fantastic sights, the main topics of
conversation among fellow sailors at the dockside bars
tend to be about power generation and batteries. On this
rally there seems to have been a lot of problems with
generators and getting spares for them.
A rally gives you momentum Although solar power has become common on most
cruising boats it is never easy to find enough deck space to
and a great way to meet people meet all your needs. Some yachts resort to large structures
off the stern, often resting them on davits or biminis but
this turns them from temporary sun awnings to more
solid structures.
Another alternative is to have wings that stick out
from the side but to me this is particularly unattractive
and liable to damage. There is no easy answer. We have a
combination of deck mounted panels and a wind
generator. In tradewind anchorages we can fulfil all our
power requirements and make water, but on a quiet
overcast day with little wind we struggle.
Once sailing, our hydrogenerator (Watt & Sea) provides
more than enough power as long as we are maintaining
more than 6 knots and, crossing the Pacific, we have been
In Bequia we were shocked to see this catamaran on the rocks of the
aptly named Charterboat Reef after its anchor dragged
lifting it up for about 50 per cent of the time.
This main topic of conversation is never exhausted
June 2017 I 53

because power and its management are so important. Above: Helen in the
Refrigeration is another well discussed topic and as the galley making some
ambient temperature rises so too does the power pancakes. Right:
consumption. One boats answer was to fit fridge curtains Making steady
and as they had to buy well in excess of requirements they progress during an
kindly gave us some. early night watch
This has made a difference with our front opening
fridge, reducing the time the compressor has to work and
the amount of icing up of the plates. Front opening fridges
do not make a great deal of sense as every time they are
opened all the cold air drops out, but so many boats have
them and it is easy to find what is inside.
But back to the sailing. Our first stop was Santa Marta in
Colombia, with an approach that is renowned as a bit of a
wild ride. Ours was no exception, with gusts well over 40
knots coming off the hills. We declined a berth in the
marina there and anchored until the wind moderated a bit
but I was still very grateful for the half dozen or so helpers
when we eventually we did manage to tie up.

Pushing out to the west

Our first visit to Colombia was four years ago and at the
time we had no idea what to expect. We were pleasantly
surprised then, and it was a pleasure to go back. Leaving,
however, was however a different matter.
The intertropical convergence zone (ITCZ), which
sailors called the Doldrums and over land is often called
The wind was not the problem,
the monsoon trough, is close by and the normal pattern of
weather is for low pressure to form over Colombia. With
it was the short, steep waves
high pressure to the north and good tradewinds blowing
in the Caribbean the wind is accelerated along the coast That night also showed us a weakness of short-handed
from the low pressure and mountains, hence this areas sailing: a large wave slewed the stern around and the
reputation of being a windy spot. sudden load on the rudder knocked me sideways. It caused
To make this worse there will often be a counter- me to slip and I fell over, cracking the side of my head
current against the wind and some large seas will build up. against the cockpit combing. I hit my ear and the mixture
We left with three reefs and half a jib rolled out but the of blood and water made the injury look worse than it was.
wind was not the problem, it was the short, steep waves. But this gave Helen a difficult choice look after me
Pushing out to the west and into deeper water helps (yes, please) or the boat. The latter was the sensible option.
but even so our first night out was horrible if we put up The injury was not as bad as it looked and Helen took over
more sail we would go faster with the waves but surf the helm so I could sort myself out. The incident
somewhat out of control. If we slowed down each wave underlined to us just how vulnerable we are if one of us
would affect us to a greater extent and might have broken gets ill or injured.
over the stern. It is not always clear what is the best way We had plenty of time to recover in the San Blas islands.
and being two-handed we usually follow a more
conservative approach.
This is an amazing destination one of the most
beautiful cruising areas anywhere in the world. It was
54 I June 2017
A blue-footed booby, one of the inhabitants A marine iguana is one of the special sights of the Galapagos, often A leatherback turtle close to the boat. They can dive
of the wonderful Galapagos Islands seen around the rocky shoreline where they pull out to warm up to over 1,000m and stay down for 80 minutes

June 2017 I 55

three years since our last visit on a friends yacht. We Waving goodbye to pod of orcas put on a spectacular display with great leaps
noticed that the number of yachts has increased and it is a the Galapagos out of the water. The Marquesas Islands are a spectacular
little more commercial. However, it is impossible to Islands on the way landfall, with high, green peaks rising over 1,000m and as
describe the feeling of bringing your own yacht into such to French Polynesia we neared the islands there was a marked increase in
a stunning place. squall activity.
You cannot but be awestruck by the Panama Canal, the We have sailed over 10,000 miles since leaving the UK.
increased size of the new ships and locks. It is an It has been a fabulous voyage so far and we have had some
unforgettable experience as you make your way through wonderful, fast sailing. We have learned some lessons and
it and out into the Pacific. Psychologically, this is a big step one of them is to make sure our anchor is dug well in. If in
there is no going back now and continuing onwards is doubt, we will reset the anchor even if we have to do it a
easier than returning. couple of times.
For us, from here on it has been nearly all new territory. I have always been a believer that anchor chain in a
We loved exploring the Galapagos Islands. Snorkelling locker is wasted, but sometimes in a crowded anchorage it
with sharks was a real highlight. From here, though, the is not possible to let out more scope. The general
next leg to the Marquesas Islands is the big one on the anchoring skill level in many places is poor, so we often
Pacific crossing. find ourselves anchoring somewhere a little deeper and
In the Galapagos we were joined by an old friend, the further away from the bar to avoid the melee. This is a
photographer Rick Tomlinson. Amazingly, as soon as he small price to pay for a good nights sleep.
stepped aboard a shark came to say hello and he snapped However, some things do not
it, getting a better picture within seconds than we had change. Although we are in the
managed in months. Tropics, the wind is howling
Rick has taken part in multiple Whitbread and Volvo Chris Tibbs is a through the rigging with gusts to
Races so he fitted in well and after a quiet first four days meteorologist and 35 knots and rain is reducing
the Trades finally kicked in. We had a reasonably quick and weather router, visibility to just a few metres.
easy passage. professional sailor and Once this trough of low pressure
Wildlife was in short supply and the fishing was poor. navigator, as well as an clears we will continue west-
We dont know if it was the presence of the factory ships in ARC safety inspector. south-west towards islands where
the area or the temperature of the water, which rose to He is currently doing a copra is still the main crop and
29C in what was considered an El Nio neutral year. circumnavigation with supplies come with the arrival of
However, the Milky Way was spectacular and a full his wife, Helen, on their a tramp steamer, life just like a
moon on the way made it special. On that last day at sea, a own boat, Taistealai novel by Joseph Conrad.

56 I June 2017

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ot many readers of this column will have
failed to come across the cartoons of Mike
Peyton. Whatever branch of yachting is our
choice, Mike caught us to a tee. His ability to
squeeze the juice out of a situation we all
have shared, while populating it with characters we know
so well, was unique. He died in January at a ne old age and
will be sorely missed, both by those privileged to be close
to him and by a wider circle of friends who knew him
through his work. Mike was one of the few men left with

Dick Durham
whom we could talk about the Second World War. He was
born in a Durham mining village in 1921, lied about his age
to sign up, fought in the desert with the eighth army, was
captured, escaped twice, but still spent enough time in a
POW camp to hone his skill at spotting the ridiculous and
committing it to paper.
The early post-war years led Mike to Essex, where he
became a bargain basement yachtsman. He started with
no experience at all, and the creeks of the Thames and the
North Sea fed his art and gave the rest of us a priceless
mirror on our own efforts. The extract below is from his

Courtesy of Kath Peyton archive

book, Quality Time (Fernhurst), a collection of
reminiscences and cartoons describing a different world
from our own. The photographs are from Dick Durhams
excellent biography of Mike (Peyton, The Worlds Greatest
Yachting Cartoonist - Adlard Coles). Both books are on my
bedside table. On the wall next to them is a framed
cartoon Mike doodled for me on the back of a cigarette
packet. It shows a desert island with two shipwrecked
sailors scowling at the mast of a sunken yacht. The
caption? If ever I meet that Tom Cunliffe
world-shattering events that were happening at the same
time. One of them was the Hungarian revolution. It was
because of this I also got my rst crew. Many people had to
My rst boat had been what was known as a leave Hungary in a hurry; people were asked to take them
penny sick, a 24ft open gaff-rigged in and we got Gabor, a student. So on our maiden voyage
centreboarder with 18in draught. In its working there was Gabor who was keen but couldnt speak English
life it had taken holiday-makers to the end of Southend and hadnt even seen the sea (hed own in at night) and
pier and back. When I bought it someone had built up the Tommy, an unappable ex-army friend of our desert days
topsides and decked it over, covering the deck with lino. It whom I discovered by chance was a near neighbour.
cost me 200 and left us with 3 in the bank. So we three tyros set off on our maiden voyage, the
Yachtsmen wore peaked caps in those days and put plan being to sail to the mouth of the Crouch and back. We
white covers on them, navy fashion, on the morning had on board a copy of one of the nest books in the body
ordained as the start of summer. Ensigns came down on of English literature Sailing by Peter Heaton. If Heaton
Quality Time? the dot at sunset. Paid hands were only just disappearing. I had one fault it was to advise his readers to eschew the
by Mike Peyton, went on boats where the only access to the forepeak was engine until they could handle a boat under sail. Im very
is published by through the forehatch where the paid hand had lived with good at eschewing and as the engine wasnt working it was
the paint and sails. only too simple. Peter Heaton had pride of place on the

14.99 ISBN:
I can date the rst sail I had in Vagrant (I called her that engine case where Tommy and I had frequent recourse
because she had no visible means of support) by the other to the information he had to offer, and Gabor had his

June 2017 I 59
Great seamanship

Courtesy of Kath Peyton archive

Courtesy of Kath Peyton archive

Above: Mike new English-Hungarian dictionary to flip through and a replaced and now shared the bookshelf with Maurice
Peytons first boat, roving commission with the boathook. Griffiths and later Eric Hiscock. These two authors
Vagrant. Above We ran down the Crouch with the ebb tide under us in a influenced a generation of yachtsmen: it was either Essex
right: Clementine state of bliss, and it was only when we got to Shore Ends creeks or distant horizons. Personally I am pleased I
that we found we hadnt quite the experience to sail back plumped for the former.
against wind and tide. We didnt know enough to anchor
and wait for the flood, so we kept on running before the Moving on from Vagrant to Clementine
wind. Our shoal draught kept us afloat as we ran up the The day finally dawned when, looking at Vagrant from the
coast over the sands. The weather worsened as we sailed shore as oft times in the past and thinking that I must be
north and we had a panic when Gabor flipped through his one of the luckiest men in the world to own such a fine
dictionary and pointed below saying, Puddle, puddle! vessel, I found faults. I had outgrown her. I sold her to a
Looking below we saw the floorboards were awash and banana importer from Birmingham.
every time Vagrant pounded, the centreboard case grew There were times when the denizens of the creek, of
two watery ears where the centre bolt was. whom I was now a paid-up member, would go down to the
We learnt a lot on that trip from Vagrant and Peter Ferry Boat Inn at Fambridge for a drink where we would
Heaton, but the first thing we did when we got into West rub shoulders with proper yachtsmen who paid to keep
Mersea was to sort out the engine. Vagrant continued to their boats on swinging moorings and sailed to foreign
teach me a lot as is the way with your first boat and Peter parts. It was here in the bar that I overheard a conversation
Heaton, who had ended up as pulp in the bilges, was that had lasting implications for me. The speaker had just
come back from Holland where, because of the
polderisation, he told of rows of sailing fishing boats going
for a song in the fishing harbours around the Zuider Zee. I
hadnt many pounds at the time but what I had were then
rated as hard currency. A few weeks later I owned an
ex-Dutch fishing boat, E B 49, a 40ft Botter with a 13hp
Kromhout diesel. It had a fish well, all its gear, and I paid its
wooden-clogged owner 400 for it. The botters all looked
alike to me, but this one was varnished and all the others
were tarred, so that was how I chose it out of many.
Three of us went to collect it: Gordon, who had most
experience as the nominal skipper; John, who had lots of
sea time that was discounted as it had been on an aircraft
carrier; and myself to sign the cheque. We sailed on 5
November. I considered calling her Guy Fawkes but the sail
Courtesy of Kath Peyton archive

Number 49 led to the miner forty-niner and his daughter

Clementine and so I called her Clementine and forgot the
Sank beneath the foaming brine bit.
We were bound across the Zuider Zee for Amsterdam
and due to some oversight we hadnt provisioned the boat.
We arrived absolutely famished and by sheer luck found a

60 I June 2017
Dick Durham
taxi in the dock area. It is difficult to believe now, but then well which opened to the great
not all Dutch taxi drivers spoke English. We reverted to outdoors. She is the only boat I
sign language by rubbing our stomachs. Perhaps we have sailed in where I came
rubbed too low down or maybe he jumped to conclusions, under unfriendly fire. It was a
but whatever it was we were delivered to a brothel. The dark night and I was chugging
Madam took the loss of business quite well and sorted it up the Crouch on the tide
all by arranging for the driver to deliver us to a restaurant. when two friends of mine
Even more important, she ensured he would pick us up appeared rowing out of the
afterwards, as only he knew where the boat was. darkness in a large dinghy. Just

Dick Durham
the man we want, they said as
Enjoying a full English they climbed aboard and made
Most people have a memory of some exceptional meal the dinghy fast. I could tell
and on this trip I had mine. It started by my being as sick as immediately by the alteration
I have ever been in my life. There wasnt a retch left in me in the engine note that they had been and now I was Above: Aboard his
as Gordon and John nobly stood my watches. Then came towing a drudge for oysters. No wonder they had been ferro-cement yacht
the time I realised I was over it and staggered weakly happy to see me, but what could I say? They were friends. Touchstone
outside to take the tiller. Before Gordon went to his bunk Then shortly afterwards out of the darkness we heard
he asked if I wanted anything, to which I replied Food. Dry shouting and cursing from the sea wall and a shotgun was
bread? was his query. No, food! was my reply. He later fired in our direction. However, luck was on our side and
returned with a frying pan full of sausages, bacon, eggs, we got back to the creek unscathed.
beans, tomatoes, fried bread and a large spoon. Steering by A lot of people had a lot of pleasure on board her,
leaning on the tiller I started shovelling it down. As I was although the communal bunk it was 12ft wide was
doing this he returned with a mug of tea which he placed never popular. I cannot recollect the details of her sale but
on the large gimballed antique compass, which was in a the day before the new owner was due to come and take
box at my feet. Then he left me to it. Only a yachtsman can Clementine away I went down to the creek and on going
appreciate what such a meal meant. It was then I also aboard found her leaking. There were two jets of water
realised how lucky I was. There was I, master before God of coming in on the port side opposite the mast. When the
this fine vessel with a fair wind on the quarter and brown tide had left her I shovelled the water out and, putting on
sails straining above as we rolled homeward bound across my gumboots, waded through the mud and hammered
the grey North Sea. Below was sleeping a trusty crew with some caulking back in. The following day we were having
whom you could sail the seven seas. I can assure you, at coffee with the new owner prior to the handover. He told
that moment I would not have called the king my uncle. us the previous evening he had been at a party in South
Back in England Clementine proved ideal for the East Kensington where he had been talking to someone who
Coast with her shoal draught and ability to take the was considered to be able to see into the future. During
ground. All her gear was basic and pretty near the conversation he mentioned he was buying a boat and
unbreakable, though heavy. You pumped her out, if that is received the amazing reply, I can see it now. Very big and
the correct term, with a shovel. This shovel had high sides brown, a perfect description of a varnished botter and
and fitted almost exactly in a channel in the bilges by the on the right side of it opposite the mast there
fish well and, if you worked quickly enough, you could are two jets of water coming in.
scoop up a shovel full of water and get rid of it into the fish I choked on my coffee.

June 2017 I 61
On test:
Hallberg-rassys new 44 marks a big departure for tHis traditional yard.
pip Hare spent two days aboard in swedisH winter conditions
he bitterly cold wind is cutting through my four the Swedish winter but despite the Arctic conditions,

T layers of technical clothing as though they are

made of mesh and I can actually feel my lips
looking at my surroundings it is impossible to feel hard
done by. We are tanking along under full sail, weaving
chapping on a second-by-second basis the moment I lift our way through endless pretty pink islands, achieving
my chin out from the collar of my jacket. The instruments 7.5 knots of boat speed to windward. I hand over the
tell me the water temperature is 4C, something I well helm to Magnus Rassy and slide forward in the cockpit
believe when clutching the steering wheel with numb to make some notes under the cover of that trademark
fingers. windscreen. Instantly the wind chill disappears and the
Im aboard the new and comparatively modern
Hallberg-Rassy 44, conducting a two-day test during
suns rays are enhanced through the glass, wrapping
around me like a big warm hug, while warm air wafts

62 I June 2017
FacTs Tested by PiP Hare

Where we tested: north of

Gothenburg, Sweden
Wind: 7 to 24 knots
Model: Two-forward-cabin
version with owners cabin aft
and linear galley to port

Photos by Rick Tomlinson

June 2017 I 63
On test

up from the companionway and the test every element of this boat to see Above: Trimmed shape. But the closer you get, the more
central heating below. Almost instantly how well the traditional Hallberg-Rassy properly upwind we the trademark Hallberg-Rassy elements
the cold is just a memory, I am protected values would sit inside their new skin. achieved 7.5 knots come into focus, including the blue
and comfortable, and can focus on From a distance the hull shape of in just 12 knots of stripe, built in rubbing strake, deck house
watching the beautiful scenery slide past. the HR44 looks more akin to a modern breeze on day one and centre cockpit with windscreen.
Launched in April last year, the cruiser-racer. The bow is blunt and
Hallberg-Rassy 44 marks a serious step- topped off with a short integral bowsprit Shapely furling mainsail
change for this long establish bluewater and anchor roller. The foredeck is long The first surprise of the day was
boat builder, with a new German Frers and clear, there are wide empty side delivered as we unfurled the in-mast
hull shape that suggests more powerful decks spanning a centre cockpit and mainsail to reveal a membrane sail with
sailing performance. This may appeal a roomy aft deck. The topsides are a headboard and a roach, shaped and
to a growing group of customers that sheer and beam is carried aft to a wide supported by full length vertical battens
aspire to cruising 200-plus miles per uninterrupted transom with a minimal this was no saggy Dacron triangle.
day, but is this new shape really what nipping-in above a waterline that reveals Elvstrms FatFurl system creates a
Hallberg-Rassy owners want? Will the the tops of twin rudders. genuinely well-shaped main. In 12 knots
new features (such as twin rudders) be a The more I looked at this hull shape of breeze, with full sail we set off from
bridge too far from the traditional views the more I liked it and it made me realise the yard on a tight reach, easily trimming
of seaworthiness? what a departure this is for such a the main with an electric winch on the
traditional yard. The bluewater cruising aft deck. Even with the relatively short
Breaking with tradition community may have fallen into a bit traveller length the vertical battens kept
I spent two days aboard Magnus Rassys of a rut with the accepted wisdom of leech tension in the sail without the
own HR44 on a mini-cruise around the what is right for taking on the oceans need for extra vang; within seconds we
archipelago just north of Gothenburg to and previous HR models have followed were trimmed and up to 7.5 knots of
find out just how different this new boat more or less similar lines. It takes a bit boat speed.
would be. Living on board I would get to of adjustment to accept this long legged There is an adjustable backstay for

64 I June 2017
Well organised halyard and control line
clutches and tail stowage

The full beam width is carried a long way aft

providing plenty of accommodation below

further mainsail trim and the top section

of the mast can achieve reasonable bend.
The backstay purchase is set up as 1:48,
which I found a little hard to trim and
would have appreciated an extra loop in
the cascade.
In a sensible show of balance,
Hallberg-Rassy has kept the more
traditional V shape underwater profile
forward of the mast, where others have
gone flatter for downwind performance.
This greatly reduces slamming upwind The bathing platform can be lowered from
and, coupled with the long waterline water level in an emergency
length and three spreader rig, created
a fast and comfortable upwind ride,
making the most of old and new.
The twin rudders are perhaps the
most controversial design feature; but
the choice to change from one large,
heavy rudder to two smaller ones was
made to improve handling both under
power and sail by splitting the load.
The boat features Lewmar progressive
steering which uses rods and a gear
box to connect the wheel and the The steering is light due to the twin rudders and the clever gearing
mechanism beneath the pedestal
Pip Hare at the wheel in Arctic conditions
testing the HR44 in Sweden

June 2017 I 65
On test

Bluewater know-how
A deep appreciation of what easy removal. Through-
is important for bluewater hull fittings are kept to
sailing is woven into every a minimum by using
detail of the design and manifolds that are well
construction of the HR44. labelled and easy to access.
The transom drops down at There are two half-height
the touch of a button to make watertight bulkheads, one
a large bathing platform under the forward berth
while another button on the and the other forward of
waterline aft, connected the two rudder stocks. To
rudders the gearbox delivers a powerful centre cockpit we remained completely directly to the batteries, further allay any concerns
and uniform linkage between wheel and dry. Ducking between islands the wind allows you to operate this over the vulnerability of a
rudders, so no matter how loaded up the dropped but we carried our way and platform from the water twin-rudder system, there is
rudders are, the force required from the maintained a speed of 5 knots in less should find yourself in the a quadrant on each rudder
helm to turn the wheel will always be the than 10 knots TWS. The HR44 was now water and unable to get back stock as well as attachment
same. The result is smooth wheel action ghosting along so silently I could hear the on the boat. points for block and tackle.
and a very well behaved boat even when beating wings of birds on the water as Pumps that require The heating pipes
fully powered up. they took off in front of us. servicing and parts that are double lined for
The steering position is raised up from may require replacing over insulation, and cupboards
the cockpit floor, which gives a great view Short tacking performance time are made accessible automatically illuminate
over the whole boat when standing. I Tacking through a narrow channel the and mounted to facilitate when you open the door.
found it easier to sit out to leeward when following day I was really able to put the
helming upwind as a lack of foot support HR44s windward performance to the
meant I kept slipping off the windward test. At most we had 240m (0.15 miles) wasnt even sore from all of that electric-
side. Sitting-in was comfortable and easy between the rocky shores and in the 24- powered winching.
to brace across the width of the cockpit, knot breeze both the main and the genoa Despite the new shape there is no
though it is hard to see the tell tales. were reefed. Our track on the plotter getting over the fact that a boat jammed
A central foot chock behind the wheel showed near 90 tacking angles. I have with cruising luxuries is going to struggle
would have given more options. never seen windward performance like with downwind performance in light airs.
Following an upwind stretch out of the this in a boat with in-mast furling. It was Waves passed under the boat causing
harbour, we bore away and headed north- mind-blowingly good, with the full vertical it to roll and with only white sails we
west. With a TWA of 90 and TWS up to battens maintaining leech profile despite were not able to steer any lower than
18 knots the same effortless speed was the reef. Heading into the mainland 150 true. I suspect in these conditions
evident. Trimming using the reversible jib shore we were able to benefit from the Above: The in-mast owners may favour motoring.
sheet winches actually made me giggle small lifts and accelerations caused by furling mainsail was In 15 knots of wind and above, the
it was so easy. I sat to leeward nudging neighbouring cliffs, the helm remained an excellent HR44 does start to come alive downwind.
buttons with one hand and steering with light and responsive throughout. performer, even It generates enough speed to keep up
the other. After a full 45 minutes of short- reefed with the waves and feels responsive
The boat speed never dropped below tacking I glanced down at my Fitbit, enough on the helm to pick up the odd
7 knots and though water rushed past which declared I had done zero minutes little surf. The twin rudders made the
splashing on the side decks, in the high of exercise today my index finger boat feel nimble rather than labouring

66 I June 2017
This version had
armchairs in the
saloon. Note the
hull portlights

against the weight of a barn-door style

single rudder; I can only imagine this
benefit will be felt all the more in a
bigger seaway.

Push button performance

I have never been a fan of thrusters on
smaller yachts, believing a few good
spring lines can get you out of almost any
situation, but I can appreciate that not
everyone wants to make a cats cradle
every time they leave a berth. Everything
else about this boat is so effortless,
why make the handling under power the
exception? With bow and stern thrusters
and a 75hp engine, the HR44 can park
sideways into boat-length spaces and yet comfortable. Space is used but not Above left: Good
turn in a ridiculously small circle. used up and making my way through the handholds either
Even anchoring was a push-button saloon while under sail there was plenty side of the
affair. Thanks to windlass controls at to lean on or grab and a minimal distance companionway
the pedestal, you can simply come up to to fall should it all go wrong. Handholds Above: The linear
your spot, press the down button and use are moulded into the furniture wherever galley is a very
the thrusters to keep into the wind while possible, including two grab holds in practical design
the chain pays out. The test boat also front of the galley and the chart table, Right: The chart
featured a rode counter. Picking up the and a mahogany handle on the deckhead table is bathed in
anchor can also be done without leaving in the saloon for those tall enough to natural light
the cockpit as the chain is self-stowing reach.
and the anchor stows perfectly into its The test boat had two armchairs
space in the bow roller without any need opposite the saloon table and a linear
for crew intervention.
Below decks the HR44 is understated,
galley fitted into the corridor running
down the port side of the boat. The
June 2017 I 67


Above: The aft

owners cabin is
spacious but it
may not have the
most practical of
sea berths
Left: The bunk
beds are ideal for
use at sea but lack
stowage for guests Stability Curve

Full Load

Light Ship
RM - kgf*m

standard layout sees a U-shape galley There are multiple options for the
to starboard, however, so far, every layout of cabins forward and the model
boat on order is specified with the linear we tested had a V berth in the bow,
galley in the walkway to the aft cabin. split from the saloon by a corridor
This layout stretches out the galley along housing two open bunk beds opposite
three surfaces and one can stand braced a heads with shower. The bunks were Angle of heel - Degrees

between the two sides and have access a comfortable size and would make
to multiple cupboards, drawers, fiddled excellent sea berths, but they only had a
surfaces, a dishwasher, the cooker and small amount of stowage space.
the sink. Standing headroom is achieved The aft cabin is the owners haven, LOA 13.68m (44ft 11in )
by positioning the walkway directly under swamped with natural light and a LWL 12.88m (42ft 3in)
the cockpit coaming. wonderful view from a hatch facing Beam (Max) 4.20m (13ft 9in)
aft. The test boats island bed would Draught 2.10m (6ft 11in)
Designed for living not work conventionally as a sea berth Disp (lightship) 13,300kg (29,321lb)
Natural light floods the saloon during the but, wedged into the enclosed aft end, Ballast 5,300kg (11,684lb)
day from multiple coachroof windows wrapped in my duvet and watching the Sail area (100% foretriangle) 106.2m2 (1,143ft2)
as well as two in the topsides. I was able stern wake reflected in the mirror, it
Berths 610
to appreciate how well placed these certainly was comfortable.
Engine 75hp Volvo Penta
topside windows were while eating lunch The engine is located under the
Water 650lt (143gal)
at anchor as the boat swung around cockpit sole, accessed from a small door
Fuel 365lt (80gal)
in the breeze I was treated to a beautiful aft of the galley. It is huge, with room on
Sail Area: Disp 19.2
vista exactly at eye-level from my seat at the starboard side for a generator and
Disp: LWL 173
the saloon table. A full-length, half-height with all the manifolds, switch panels and
Price 4,599,500 SEK (401,277 ex VAT)
stringer has been built into the structure piping easily accessible. I could stretch
Test boat 5,600,000 SEK (488,564 ex VAT)
to compensate for any loss in strength out easily and get my hands onto every
Design German Frers
caused by the addition of these windows. part of the engine.

68 I June 2017
Our verdict
The HR44 in some ways shocked me. could take you to far flung corners and
I expected the comfort and luxury, but extreme climates yet still keep you dry and
aspects of the sailing performance warm with clean socks and freshly made
genuinely blew me away. This boat will never cakes. Some ocean sailors may struggle
have me jumping up and down behind the with the modern lines, which do not fit into
wheel with a big I love steering grin but the perceived notion of traditional ocean-
I certainly didnt just want to put on the going characteristics. I believe a greater
autopilot and read either. number will be drawn to its better sailing
The history and development that has performance as well as the superior
been passed down through this family liveaboard experience.
company is worked into every tiny detail In my opinion, what marks the
of construction to ensure the yachts will HR44 out from models past is
look after you to the highest level. All this that this boat is not just an
comes at a price of course. The test boat adventure enabler but part
with all of the extra upgrade comes in at of the adventure itself.
5,600,000 SEK (488,564). Is the price tag
justified? I say yes you are buying a couple
of generations worth of experience. These
boats have evolved and will keep evolving to
meet our ocean-going needs.
Sailing this boat has also opened my eyes
to the other way the fact that you can
actually enjoy adventurous sailing without
enduring physical discomfort. Its push-
button cockpit means theres no excuse for
not sailing, or for going into a marina instead
of dropping the anchor. The lush interior


Gunfleet 43 comparable Xc45 a highly rewarding aft

as a premium-end centre cockpit distance cruiser the
cockpit model with twin original design is nine years old
rudders, but five years old but has been regularly updated.
now. 528,500 (ex VAT) 502,000 (inc VAT)

June 2017 I 69
NEW yachts

A brAce Of New Oysters Oyster 595

Oyster 565 & 595

he 55ft to 60ft sector is a much further aft and features, higher

T versatile and increasingly

popular size for those looking
freeboard, more accommodation space,
and plumb stems.
to sail long distance, but for Oyster to From a naval architecture point
announce two new yachts so close in of view the lines are a bit more
size, simultaneously, is an eye-opening asymmetric than they used to be, says
display of confidence. Rob Humphreys. The new range allows
Of course, few builders know this size more power the boats will be quicker
bracket better. The 575, which we tested with more control, particularly when
in 2011, has proven a very popular size for pressed upwind or reaching. Humphreys
the British company; together with the says that Oyster is now comfortable
previous 56, over 120 have been sold. putting more power aft. This can
But that is a seven-year old model increase passage speeds and help those
now things at Oyster have moved participating in the odd regatta.
on very quickly in that time. Indeed its
entire range of large models has been Hull shape benefits
redesigned. This stemmed from the Humphreys was one of the earliest
extensive R&D work Humphreys Yacht adopters of these modern hull shapes
Above: The 595 has a slightly larger cockpit, a second set of
Design and Oyster did on the 885 in 2011. and twin rudders. It allows you to go
triple vertical portlights aft and the option of a fifth cabin. The
The resultant shape and style spawned wider but with Oyster weve never
first is due to launch summer 2019.
a sixth generation (now labelled G6) pushed it [so] hard that you couldnt
of large Oyster models with modern get home if you lost a rudder. He also Oyster 565
hull shapes, superyacht styling and explained the benefits of the modern
engineering. fixed bowsprit. It allows us to get a more
vertical stem, which gives significantly
New generation Oyster more waterline length for the overall size.
The success of these G6 models four In the old days you were strapped by the
in the 65-90ft bracket and the latest 118 stem angles needed to keep the anchor
in build has encouraged the company clear. Now we have a finer entry angle as
to announce two new models at the a consequence and a slightly gentler
same time the 565 and 595. These two motion in head seas.
additions to the range recognise that, The 565 and 595 were designed hand-
at this size, some owners like to run the in-hand from the offset, Humphreys
yacht themselves while others require a revealed. Like the 675, both new models
professional crew. offer flexible layouts including forward or
With over 100 Oyster yachts either aft master cabin options and whether to
having sailed around the world or have an integral dinghy garage.
currently doing so, and 35 yachts The 565 can provide what Oyster
launched over 24m, the company can describes as that essential fourth cabin
claim unprecedented know-how in the an extra bunk or utility space while
large bluewater yacht sector. The 565 the 595 has an option for a fifth cabin.
and the 595 feature refinements from The Oyster 565 will launch at the end of
the larger models, such as twin rudders, 2018, with the 595 following on in late Above: The 565, like the 595, has the option for an extended
fixed bowsprits and flush decks. The summer 2019. transom, tender garage or davits, and offers a forward or aft
G6 generation carries maximum beam master cabin. The first 565 will launch late 2018.

70 I June 2017
NEW yachts
With toby hodges

Dimensions 595
LOA 19.26m (63ft 2in)
LWL 16.75m (54ft 11in)
Beam 5.36m (17ft 7in)
Draught 2.68m (8ft 10in)
Displacement 30,807kg (67,918lb)
Price (ex VAT) 1,690,000

Dimensions 565
LOA 18.09m (59ft 3in)
LWL 15.93m (52ft 3in)
Beam 5.10m (16ft 9in)
Draught 2.50m (8ft 2in)
Displacement 25,570kg (56,370lb)
Price (ex VAT) 1,280,000

June 2017 I 71
New yachts

fashion, said her designer, German

Frers, who presented the project to the
press in January. He introduced the 65
as a cruiser-racer that will be able to
compete and go bluewater sailing. Her
size allows space for a permanent crew,
yet she is designed to be manageable
under sail without needing extra hands.
There has been a lot of discussion
about single versus twin rudders, said
Frers. Twin rudders help to heighten hull
performance. We found that by using
twin rudders there is a bit more drag, but
less angle of rudder for the same amount
of control so its easier [to control].
As per the new Swan 78, there is a
Swan 65 range of options to tweak the 65 towards
Nautors Swan shows no sign of slowing regatta sailing or cruising, including a
its run of new models. Last year was a carbon hull (the deck is in carbon as
very successful 50th anniversary year standard), telescopic or 4m performance
for the Finnish yard: We really made keel, square-top mainsail, self-tacking jib
a strong commitment to the future of and structural bowsprit.
the company, said Chairman Leonardo The 65 has a particularly clean and
Ferragamo during the Dsseldorf boat efficient looking deck with few winches. A
show. He highlighted the launch of bridge-deck option seals off the cockpit
four Swan 115s, the new Swan 54, the and creates headroom below for the aft
announcement of the Swan 78 and the master cabin (owners can also choose
launch of the new ClubSwan 50. to be a timeless model in the same vein Above: The raised to site the master cabin forward). The
During the last two years Nautor has as the iconic S&S Swan 65 from 1972 saloon on the Swan raised saloon area enjoys 5m beam and
updated most of its Swanline from 50 which it describes as a perfect cruiser 65 is a full 5m wide shares the same format as the 78, with
to 115ft. This leaves the 66 as its oldest but a race winner. the galley located further forward behind
model, hence the announcement for a She is new, clean and modern, an open partition.
new 65 to come in 2018. It is intended without being tied up to any short lived

Grand Soleil 52LC

In 2015 Grand Soleil decided to produce
its first cruising yacht in over four
decades and introduced the 46LC (Long
Cruise), it proved an inspired decision.
Featuring a more voluminous shape than
previous performance-based Grand
Soleil models, its deeper hull sections
and higher freeboard provided not only
more generous accommodation and
tank volume, but also a softer motion.
The 46LC proved easy to manage, but new 52, this equates to an additional
when we tested her (December 2015), tender garage aft, three double cabins,
she retained the enjoyable sailing all of which now have the option of an
characteristics for which Grand Soleil en-suite heads, plus the choice of a crew
is known. Unsurprisingly, the 46LC won cabin or sail locker forward. The forward
the European Yacht of the Year award for master cabin can have an island or an
best luxury cruiser. offset berth.
The all-Italian collaboration between The first of seven 52LCs sold off plan
Cantieri del Pardo, designer Marco is due to launch imminently, and expect
Lostuzzi and Nauta Yachts has now been the world premiere at Cannes Yacht
reunited to produce this larger sibling sheeted, but a sportier version is also Above: The light Festival in September. Grand Soleil is
and at first glance, the 52LC looks to offered that has a deeper keel, taller and modern also working on a new 48ft performance
be another model suited for long-term mast, a lower boom and no arch. interior is a model a smaller sister to the 58 that
sailing in sunny climes. The voluminous hull shape allowed signature style of launched last year due in 2018.
The standard deck plan includes Grand Soleil to create generous designers Nauta Price (ex VAT) 549,000.
a cockpit arch to which the main is accommodation on the 46LC. For the

72 I June 2017

Stands for cruising and racing versatility

Designed by Germn Frers she is a modern performance cruising yacht
perfectly conceived for safe, comfortable cruising, but equally capable of
being specified as a top level racer. With a clever deck layout, she is suitable
to be managed by a family crew with or without a professional skipper.
Offered in two different interior layouts, with flexibility for personalization and
the possibility to add racing options, this multipurpose yacht will be a fun
boat to own and to sail the waters of the world.

50 54 60 65 78 95 115

Oy Nautor Ab Pietarsaari Finland T +39 055 240 382 E W

TeamO BackTow lifejacket

What is it? A lifejacket with integrated harness that will tow you backwards
Who is it for? Anyone sailing offshore, at night or short-handed

here has been lots of innovation face down in the water didnt make any

T around lifejackets over the

past decade or so, which has
sense, so I created the BackTow instead.
Looking back, its obvious.
significantly improved comfort and If you fall overboard and are being
ergonomics. And the integral lifejacket dragged through the water while
harness means it has never been more wearing the BackTow lifejacket,
convenient and comfortable to sail once it has inflated you
clipped on to the boat. simply pull on a loop to
However, none has addressed a detach the tether from the
critical point: that a person wearing a front of the jacket. The
conventional harness cant breathe if they load then automatically
are being towed face-first through the transfers to the back of the
water at anything above two knots. harness, so you are pulled
With this in mind, solo ocean racer along on your back, face up and with
Oscar Mead has spent the past few years your head mostly clear of solid water
developing his BackTow lifejacket and now and spray. to a halyard for easy recovery of the
has a type-approved product for sale. The presence of the lifejacket behind person in the water, even if only one
After the tragic death of Christopher the neck tends to lift your head and crewmember is left on board.
Reddish [who died after falling overboard upper body further out of the water than Both 170N and 275N buoyancy levels
from his Reflex 38 Lion during a RORC with a conventional front tow lifejacket are offered and theres a choice of both
Morgan Cup race] it became clear that and harness. Being face up also allows regular automatic and Hammar versions.
lifejackets had a major issue, says Mead. for easy communication between the A light, whistle, sprayhood and crotch
This is a piece of equipment that we all casualty and the remaining crew on board straps are all included as standard.
take for granted will save us if we end up the vessel. The lifejacket tether has been Price: 220 for 170N
in the water, but the idea of towing people designed to allow it to be connected

The BackTow is a high-end lifejacket

complete with all the usual kit you
would expect, including light, whistle,
sprayhood and crotch straps
To switch to back tow mode
you pull a loop after the
jacket has inflated. Theres
also a lifting strop that can
be attached to a halyard.

74 I June 2017
With Rupert Holmes

Leatherman Tread
This very cool wearable device completely
reinvents the multitool concept. Its worn
SOG Multitool
on the wrist like a watch and 29 tools are
provided as standard, including flat, with proper blade
Phillips and Pozidriv screwdrivers, hex Most multitools are at best a
drives, box wrenches and Torx drives. compromise, which means that while
Theres also a cutting hook, SIM card theyre useful for quick jobs that would be a
pick, carbide glass breaker and bottle faff if you had to dig around in a tool box, they
opener. The links are interchangeable, are not good for serious work. On any yacht
with further tools available such as the most challenging task you might be engaged
an oxygen wrench for dive tanks. As in without warning is to cut a line. SOGs Reactor
there is no conventional knife you can RC1001-CP has a proper blade, which maximises the
fly without putting it in hold luggage. chances of cutting a problematic loaded line before a
Price from 169.95. tense situation spins out of control. Price 65.

Easy networking
for electronics
It can be frustrating to get
electronics that communicate
using the NMEA0183 protocol
to talk to systems that use
Low cost lightweight satellite broadband the NMEA2000 system. The
Inmarsats Fleet One Global is designed to meet the satellite Astra GAMP 2000 wifi multiplexer handles both protocols simultaneously,
communication data needs of occasional or seasonal users. The system converting NMEA0183 data to NMEA2000 and vice versa. It also
provides simultaneous voice and SMS, data at up to 100kbps, with transmits all the data via wifi, allowing it to be viewed on a smartphone
flexible airtime pricing. Theres also optional wifi capability to connect or tablet. The unit has four NMEA0183 inputs where baud rate can be
smartphones and tablets. The compact antenna weighs just 2.5kg and individually configured, and one port for NMEA2000.
measures 27.5 x 22.1cm. Price: POA. Price 852.

Augmented reality
navigation app
Spyglass is a navigation app for iOS
devices that uses the camera as a
viewfinder and overlays positional
information using all the devices
sensors. In addition to standard
New generation Raymarine MFDs navigation functions it uses augmented
Raymarines Axiom family of MFDs has all-glass touch screens in 7.0, reality to show the position of places of
9.0 and 12.1 inch sizes, all with a powerful quad-core CPU and the new interest, and directions to them, overlaid
Lighthouse 3 operating system. The display has a sleek design for flush on maps or the devices camera display.
or surface mounting, with no buttons and a neat swipe-to-power control. Dozens of additional modes include a
Theres a built in 72-channel combined GPS/GLONASS receiver, as well as compass overlay, gyrocompass, tactical
Raymarines Realvision sonar, which produces a clear three-dimensional GPS, sextant, inclinometer, angular
picture of the seabed for up to 100m around the boat. calculator and rangefinder. Price 3.99.
Price: 745 to 3,295.

June 2017 I 75
New Gear

Standard Horizon VHFs with AIS Subermarine Seacork spray

The latest fixed VHF radios from Standard Horizon incorporate an AIS This spray-on cork can be used to insulate the inside of a boat and comes
receiver or transponder. The GX-6000E displays all the usual data for AIS in 50 different colours. It has excellent thermal and acoustic insulating
targets and has alarms for closest point of approach (CPA). In addition, properties. Once applied, the finish is soft and flexible, with a comfortable
targets can be selected and called by VHF at the touch of a button. The feel and a natural appearance that can be used as the final decorative
higher specification GX-6500E model adds an integral 66-channel GPS lining. The system is used by a number of quality boat builders, including
and Class B AIS transponder. Other features of both models include full the French Alumarine and Allures yards.
DSC VHF functionality, a loud hailer and a GPS navigation page. Price: 210 for 12kg.
Price 579.95 and 839.95.

Bluetooth weather sensors

Skywatch BL weather sensors for
smartphones and tablets transmit
data by Bluetooth and can therefore
be mounted remotely, offering a huge
advantage over the more common
units that need a physical connection
to the device. There are three models
Updated handheld plotter
in the range: the BL300 records wind Garmins long-running GPSMAP 276C handheld plotter, which was
speed, humidity and temperature, launched in 2004, has had a makeover. The new 276Cx model has both
while the BL400 adds surface GPS and GLONASS antennas, support for an optional external antenna,
pressure and the BL500 a UV meter. faster satellite acquisition times, plus wifi and Bluetooth connectivity.
The units fit a standard camera The enlarged 5in screen is clearer in bright sunlight, and a barometric
mount, including Scanstruts Rokk altimeter and three-axis compass have been added. A new dual battery
Mini series. system allows for AA batteries to be used if the standard rechargeable Li-
Price: 190 (BL400). Ion battery runs out of juice. Price from 649.99.

Formcards Henri Lloyd Shadow 3D Race range

This neat malleable plastic is useful This new generation of performance
for a wide range of quick repairs, foulweather gear uses a stretch fabric for
whether its broken sunglasses improved comfort and ease of movement.
frames, lost buttons or even to Its made using Henri Lloyds own TPR
make temporary clothes hooks. To fabric, a highly breathable, water and wind
activate the card you simply put it proof material with a saltwater-resistant
in a mug of hot water; the plastic coating that helps shed surface water.
can then be cut and formed to the The fit of the jacket is articulated to
required shape and will stick to reduce windage and there are stretch
some other plastics. Each piece panels across the shoulder and at the
is supplied as a credit card size elbow. It also has a zip-off hood with a hi-vis
rectangle, making it easy to stow on centre panel and a quick-drying mesh inner
board, or carry in your wallet. collar lining.
Price: 18 for pack of nine. Prices: Jacket 275, Smock 175, Salopette 250.

76 I June 2017


ICE YACHTS s.r.l. - Via delle Arti n 12 - 26010 Salvirola (CR) - ph. +39.0373.729220 - -
TesTed Head TorcHes
A good heAd torch for
sAilors is surprisingly hArd
to find. We put three on test

n the dead of night and as the wind

I gets up, theres always work to be

done on deck. Far out to sea the
darkness can be like a blanket enveloping the
boat. Its hard to see the end of your arm, yet
you have to make sure that you grab the right
lines, open the right clutches and get the boat,
sails and equipment set up just right. Put
simply, that means you need a good head
torch and the best quickly become a prized
Its not complicated, but it is hard to
find. Look for one thats waterproof, has
a powerful red light and that the red light
comes on first. To our mind, it should then
have as few other features as possible.
Just ask yourself, do you really need that
multicoloured coloured strobe option?

What are lumens?

While we are used to measuring bulbs in
watts, this is just a measure of energy
usage. It doesnt directly relate to
brightness. With the advent of LED lights,
energy usage no longer bears much relation
to brightness. Lumens, however, is a
measure of brightness and thus much more
useful for comparison.

How many lumens do I need?

On a sailing boat, our view is you cant have
enough lumens. When something needs
doing, the more light the better. 1 lumen
gives just enough light to read a chart up
close. 100 lumens is the minimum we want
for deck work and anything over 200 lumens
lights a whole area of the boat up.

The minimum rating you should even
consider is IPX4, which means it can deal
with splashes of water from any angle.
Miranda Delmar-Morgan

IPX6 is much better, as it means the torch

can withstand a blast of water, but IPX8
is the best of all as it can withstand full
submersion in water.

78 I June 2017
With Bruce Jacobs

Coleman CXS + 300 rechargeable 55.00

This is a technically advanced head it is only splash-proof, however it is
torch with a powerful 300 lumen ruggedly built. For us it was just too
white beam that lasts for 2.5 hours. It clever. We couldnt remember how to
recharges via mini-USB and allows you get from one setting to the other and
to switch modes completely hands-free: often seemed to end up with a flashing
a simple swipe of the hand in front of white light when what we wanted was a
it will get you from white to red and on continuous red.
to any number of other settings. It can Pros: Feature-rich and will be perfect
also be set to adjust its beam strength for many environments
automatically and decrease power when Cons: Only splash proof and a little
the object being illuminated is nearby. too advanced for our needs
The 300 is IPX4 rated, which means

Fenix HL60 R 60.88

This is a really rugged and properly strong enough for whats needed on a
waterproof (IPX8) head torch. It has a yacht, where one needs to see sails and
massively powerful 950 lumens neutral lines often at some distance. It mars
white light that runs for 48 minutes, and what would otherwise be a very good
lower power settings that give up to 100 head torch and is probably better suited
hours run time. It can then be recharged to land sports.
via mini USB cable. Pros: Rugged, very waterproof,
The Fenix is built from durable powerful white beam, USB charging.
high-grade aluminium and feels Cons: Red beam too weak, body is
indestructible. However, its red beam is rather large.
just 1 lumen in strength and this is not

Exposure RAW pro edition 119.95

What a head torch for sailors! Its rare those lumens can be converted into a
to be able to rave about a piece of kit massively powerful red light, which can
but occasionally we do and this is one easily light up the top of our mast on our
of those times. This is fully waterproof 60ft expedition yachts.
(IPX8), made of aircraft grade It charges via mini-USB lead so
aluminium and utilises a bicolour LED it is always ready to go and on lower
all of which keeps it small and very light power settings can run up to 25 hours
(only 45g). continuously. This really is the perfect
The RAW has various power settings head torch for sailors.
that give up to 25 hours continuous Pros: Small, properly waterproof,
light and a maximum output of 200 brilliant red light
lumens lasting an hour. This torch really Cons: Expensive (but worth it)
comes into its own as a bicolour LED. All

Bruce Jacobs is cofounder of adventure sailing company Rubicon 3

June 2017 I 79

THIS MONTH Foiling mini 6.50 eFFects oF tide on wind storm sailing set-up spinnaker drops
Adventure 2013

anchorages of the Antarctic Peninsular.

SPECIAL REPORT I may be more nervous about the

appearance of this book than any I have
written. I was once in a sailing club on a tricky
PAuL HEINEy on writing a pilot book bit of UK coastline. A new pilot for the area had
been published and hadnt been well received.
I asked a member what he thought of the
ailing slowly down the South Atlantic, knowledge of the positions of uncharted rocks, authors effort? The mans a murderer! he

S heading for Cape Horn, I had with me

a constant and unfailing companion:
the flow of the tides and the safety of harbours,
not descriptions of birds beaks. Captains
declared. The highest standards are rightly
expected of pilot book authors, and those
Charles Darwins Voyage of the Beagle. It Stokes and Fitzroy thought they were all there who dont rise to it will be swift victims of their
reveals Darwins meticulous examination of the to write a pilot book. readers brutal opinions.
natural world, which planted seeds in his mind Now, following my voyage to the region, I
that later flowered into his theory of natural have compiled a pilot book covering many of The truth about pilot books
selection. Not a bad result for what must have these same Atlantic waters in which the Beagle Before you imagine me on my foredeck,
been a testing five-year cruise. sailed. It is called Cape Horn and Antarctic heroically taking bearings, hauling lead lines,
However, figuring out how the birds and the Waters, published by Imray with the RCC grabbing sextants to shoot the stars, or
bees came to be was not the main purpose of Pilotage Foundation (60,, and sketching outlines of bleak rocky headlands, I
the first two voyages of HMS Beagle. She was covers spectacular cruising grounds around must admit that in no way am I an explorer, or
sent to chart and survey waters where little was Cape Horn, taking in southern Chile, the Beagle even a surveyor. Nor have I been to every place
certain. The Admiralty was seeking detailed Channel, Falkland Islands and the icebound described in this book I doubt any human

80 I June 2017
{ }
The RCC Pilotage Foundation is a charity sponsored by the
Royal Cruising Club which works with sailors to provide
pilotage books and passage planning guides for cruising areas
worldwide, both in print and online, with updates from those
who have explored the regions covered.

Left: Half Moon Island, soundings, observed whales and dolphins

Antarctica Above right: and collected his notes together. No publisher
Miniature charts of was interested so into the bottom drawer it
Antarctica, drawn on went, destined to be forgotten. The start of
scraps of paper and the Falklands War in 1982 turned that dusty
passed from boat to boat manuscript into a gold mine of information for
the British task force. The pilotage information
being has, remembering that this book includes he had so carefully collected without doubt
Adventure 2013

South Georgia and other lumps of isolated, turned the tide of the war. The most useful of
bleak and distinctly unwelcoming rocks, such the anchorages he discovered are now in my
as the South Sandwich Islands (a place less book, with hardly a change needed since they
suitable for a picnic it is difficult to imagine). were first observed 40 years ago.
The truth is that the way pilot books are Above: Fending off bergy bits at the bow just one Antarctica remains as enigmatic as ever.
compiled these days bears little relationship of the many essential safety tips for cruising in ice Yachts will only ever visit a small portion of it,
to the empirical methods of the Beagle. I have the Antarctic peninsula,
drawn heavily on the works of others, as all I have not been to every place in this but even here the surveys
pilot writers must. The first ever cruisers pilot can be elderly if indeed
book to the long and intricate coastline of book I doubt any human being has there are any surveys at all.
Chile waters, written by Pilotage Foundation Without the work of Pete
authors as recently as 1998, acknowledged which provides any navigational information and Annie Hill, and others, visiting yachts would
contributions from no less that David Lewis, for the small boat sailor confronted with the have little idea where to drop the hook.
Willy Ker, Hal Roth and Bill Tilman. The preface intriguing scatter of rocks and islands which Modern aids, such as Google Earth, which
reads like Oscar night for the high latitude form the Falkland Island group, and it happened all pilot book writers now find a useful tool, is of
sailing stars including Skip Novak, Ian and entirely by chance. no help; the last time I looked, all the pictures
Maggie Staples and Tony and Coryn Gooch. Serving in the Royal Marines, on a routine were taken in the winter when everything is
No pilot for waters as complex and varied as posting to the islands in the early Eighties, white with either snow or ice and not a rock can
these could be the work of one individual: with
one exception. You will find only a single volume
Ewen Southby-Tailyour spent much of his
off-duty time sailing. He drew sketches, took
be seen. It is rare for a pilot book author to
advise their readers to ignore the sketch
June 2017 I 81

{ }
The Falkland Islands have 15,000 miles of
coastline, Chile has 2,300 miles yet the country
averages less than 100 miles wide. The Antarctic
peninsula is 800 miles long but represents
thousands of unmeasured coastline miles

Left: Alongside at the

yacht club in Puerto
Williams, the only totally
safe harbour in the
Beagle Channel

charts he offers, but in the Antarctic chapter Left: Paul is now a cooperative effort. Even so, I have
I stress, repeatedly, that most of them are Heineys Cape sleepless nights fearing I have told someone
adaptations of freehand sketches drawn on the Horn and to leave a black perch to starboard, or should
backs of envelopes. These in turn are based Antarctic Waters it have been port? Were those tide times in
on a drawing from a previous yacht with coffee pilot book, local time or UT? And which form was it that
stains still evident on the scrap of paper, many published by guy at Chilean immigration demanded to see?
of them having been hastily shoved through a Imray Such a big part of the world, so much scope for
photocopier in Ushuaia. error, and so many opportunities for me to eat
Making sense of some of these tattered, humble pie.
sea-soaked, handed-down drawings was like
trying to decipher the Dead Sea Scrolls. They Fear and doubt
are just one more reason for people not to I was once alongside in a South American
venture to Antarctica unless their boat is built, country and saw first-hand what life for a pilot
equipped and maintained to the very highest book author can be like, and it wasnt pleasant.
order. It is no place for beginners; every day I was chatting to a downcast Canadian couple
can be a battle and is not the sort of place eventually turn to a paper book and chart for who had been refused entry into the country
where you want to be the loser. complete reassurance. because they didnt have a visa. The pilot
But cruising in Chile, and in particular the Sailors these days are also more demanding book they had read said they didnt need one,
Beagle Channel, I found to be a delight and of information outside the strictly navigational. and they took this as gospel. The authorities
anyone who has sailed a hard season or two in Now they want to know about wifi, internet begged to differ. Their boat was impounded,
Scotland should have no fear of these places. sources of weather information, satellite they were instructed to leave the country within
communication channels, as well 12 hours, ordered to fly back to Canada to

Charts are adapted from as such long-standing queries get visas and only then would they be allowed
as which day the launderette entry. This they did at the cost of several
freehand sketches on envelopes opens. The highly technical thousand dollars, and all because the pilot book
meets the utterly prosaic in promised they would not have a problem.
Even so, this is a part of the world where yacht the modern pilot book. It has therefore been a Imagine the scene, then, as into the next
facilities are nonexistent, where rescue is pleasure to also tell skippers where to go to buy berth along from the couple, glides the pilot
unlikely, and only self-sufficiency will see you the cheapest lengths of line to tie themselves book author. I remember that moment well. It
through. The ability to make do and mend will to the shores in the Chilean anchorages, was when I decided I would never, ever write
get you there in the end, long after a pilot book and even how to find the Chinese butcher in a pilot book. But now, like a fool, I have.
has ceased to be of any assistance, so my book Ushuaia who will a supply a whole lamb to hang
comes with no guarantee of a safe passage. in your rigging as you set off for Antarctica, as
Pilot books have changed over the years, tradition now seems to demand. Writer and broadcaster Paul Heiney
started sailing in small boats on the
and doubtless will in the future. But I find it But pilot books cant cover everything and
East Coast before taking to ocean
reassuring that a skipper planning a voyage I have no doubt some will find deficiencies. sailing, competing in the AZAB and
will first turn to the internet to get his broad I encourage those that do to pass on any OSTAR. An 18,000-mile round trip to
overview of the challenges ahead, but will information they have. Pilot book authorship Cape Horn is his longest voyage yet.

82 I June 2017
PHOTO: guidO canTini

AncAstA - South West: Dartmouth, Falmouth, Mylor, Plymouth - South Central: Lymington, Cowes, Hamble, Swanwick, Port Solent - South East: Chichester, Brighton - T 2 380 45 00 00 | BAtes - Eastbourne - T 1 323 47 29 00 - | BJ MArine - Ireland, Ulster, Wales - T +353/ 1 2878334 -
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T 1534 711 009 - | sunBird - Scotland - T 1 294 607 078 -


smart but practical thinker behind of much

Arkema 3 is a foiling Mini Transat design the foils work by Guillaume Verdiers design
by Romaric Neyhousser for young French and engineering group for the VPLP-Verdier
skipper Quentin Vlamynck. It is designed to be IMOCAs. He also collaborates with Verdier on
recyclable whilst combining the latest wingsail Team New Zealands Americas Cup cat.
and foiling technology on a 21ft offshore yacht The Arkema 3 Mini started with a blank
to be raced singlehanded across the Atlantic in sheet of paper in 2015. A menu of ideas was
the 2017 Mini Transat race picked over, including canting rigs, canting
and extending keel, mast rake modification
systems, a system to control the orientation of
ooking at the armoury of innovations the keel in 3D, the wingsail, and foils.

L incorporated in the Arkema 3 Mini it

appears to be an all-out effort to blast
Neyhousser says the now popular scow Mini
hull shape was a personal passion of his for
every other Mini out of the water, pushing new some 20 years. Then from the shortlist it was
performance frontiers for the offshore class, decided the new Minis canting and extending
which has always been a development hotbed. keel would incorporate a device to set the tilt The keel cants and extends at the same
But there is much, much more to this angle. It is believed to be the only 6.50, so far, time. Tilt (angle in relation to horizontal)
project than winning a Mini 6.50 arms race. using this concept. can be adjusted when sailing. Upwind,
Arkema 3 is a design and technology testbed A change to the Mini class rule opened the skipper increases the tilt to offset
for a whole raft of new ideas. Top of the list the door for foils. The rule now states that leeward drift. The angle is reduced as the
for innovation in the boatbuilding industry, appendages can increase the beam defined in boat accelerates and the righting moment
which needs to do much more to clean up its J-3 (3m) once the start has been taken. The increases, and when the boat starts to fly.
manufacturing technologies, is the use of a draught can also be increased after the start A big gain is that reducing the tilt can have
range of new resins and glues manufactured beyond the 2m limit. the same effect as reducing the cant angle
by the global chemicals giant Arkema. The hull but without losing any righting moment.
and deck of the boat were made from Arkemas Two-element wingsail
thermoplastic composite Elium, a liquid acrylic The two-element wingsail is the boats biggest
resin that is completely recyclable. and boldest step. The Mini class allows only
The 7.5 billion turnover Arkema group has polyester mainsails and so constructing a
a successful history of innovation in ocean shape which holds its design shape and rigidity
racing through entrepreneurial French skipper was a challenge. Neyhousser worked with
Lalou Roucayrol. The successful Team Lalou La Rochelles Incidences Voiles. Ease of use,
Multi50 spawned a Mini Transat programme, reduced loads and improved efficiency came
which since 2011 has brought on young French ahead of speed potential. In particular they
skipper Quentin Vlamynck. sought improved handling and loads during
Designer Romaric Neyhousser is the very the acceleration phase. The result is inspired
by C-Class rigs but it is not as rigid. In effect it
comprises two wings, each with symmetrical
panels over a carbon framework.
The rig design is a continually evolving
process, not least because there are neither
load cells nor data analysis of the sort used
extensively by the Americas Cup wingsail
designers. Instead the initial design analysis
included building a one-fifth scale model and
literally feeling the loads.
The real gain with a wing is the ability to
develop a really clean, aerodynamic leading
Length (waterline) 6.5m (21ft 4in)
edge and that is a work in progress on Arkema.
Frederic Augendre/DPPI

It is difficult to have a nice leading edge, only Beam 3m (9ft 10in)

through the action of luff tension. It is too thin Draught 2m (6ft 5in)

and not round enough. So it is very important Disp (lightship) 800kg (1,763lb)
that we improve here, Neyhousser notes. Sail area (downwind) 107m (1,151ft2)
The gains we are sure we have is the sheer
usability factor. The tensions and loads are

84 I June 2017
{ }
The wingsail can be reefed singlehanded. To take in a
reef, the sail is lowered, the new tack of the first
element is attached to the boom, the reef line on
element 2 is pulled in, the leech of element 1 is
attached and then the luff of element 2

Frederic Augendre/DPPI

June 2017 I 85

{ }
The hull is infusion moulded from a recyclable
thermoplastic and carbon fibre composite. The
windows are made of an elastomer called Altuglas
ShieldUp which weighs half that of conventional
glass. Bostik glues are used in the build

low. In strong winds with the foil set up it is

important to be able to react with the sail when
the acceleration is so quick, from 15 to more
than 20 knots in a few seconds. Compared with
the classical mainsail that is very good.

Foiling options

Vincent Olivaud/Arkema
Vincent Olivaud/Arkema
Neyhoussers priority was to design a boat that
had good all-round capabilities across the wind
range and was not too extreme. Safety and the
ability to sail at high average speeds with ease
were the watchwords, rather than pushing for a
completely foiling design.
However, having designed and built Arkema Pivoting foils emerge from the hull through a A tackle system controls the lateral and
3, Neyhousser now believes full foiling is missile-shaped slot, resting on two bearings. The longitudinal position of the foil head guide. It is a
possible. We could have designed a boat structure means the guide for the foil head is very light and simple system but requires a lot of
which would fly most of the time, but I was shaped to the slot. care to ensure the seal remains watertight.
not convinced at the time, he explains. We
wanted to be prudent and the goal was to have
a boat which typically foiled at 18-20 knots boat
speed, at the highest end of the speed range.
The boat came out around 150-200kg
heavier than expected but still flies in 15-17
knots of wind at 18 knots. The top speed so
far in flat water is 24 knots. The designer says,
smiling: In 20 knots of wind you are sailing at
20 knots of boat speed, maybe a little more.
Arkema 3 has relatively small foils, which
work in different modes. The foils set on a
canting axis similar to normal keel systems,
with a 30 range. When the shaft is set more
vertically for slow speeds and upwind it acts
more like a daggerboard, when it is canted up it
acts more like an IMOCA-style foil creating lift Wingsail controls allow adjustment of the camber The bowsprit retracts inside the boat when not
and increasing the righting moment. The rake of the boom and overall rotation (more than 90). used for less windage. It is self-supported with no
of the foils are also adjustable. The boom is fitted into the mast. bobstay needed to hold or manoeuvre it but this
The scow hull shape also increases lift and strength comes with extra weight.
stability, so why have both? Neyhousser says
the wider scow bow allows them to better
manage the angle of attack of the keel and the
foils, giving a more direct flow onto the foils.
He adds: This is not an extreme hull, it
does not reach the max beam that I could
have gone for. The aim here is to reduce the
wetted surface at certain heeling angles. The
Vincent Olivaud/Arkema

Vincent Olivaud/Arkema

foil generates a lot of dynamic stability, which

compensates for the reduced beam.
Arkema 3 is a dynamic, exciting programme
that will continue to test the full team in order
to be optimised for the Mini Transat, which
starts 1 October 2017. The boat does not yet
have all her sails least of all an overlapping A forestay track allows the headsail tack to be T-foils on the rudders are not at the actual tip of
Code 0 and learning how best to use all the moved to windward or leeward for the most the blades. This allows a greater surface area
buttons will be a work in progress. efficient sheeting angles. within the maximum span allowed of 3m.

86 I June 2017

B R E N T A 80 D C


N E W Y8

I N F O @ M S Y A C H T B A U . C O M
B R E N T A 80 S R D
S E M I - R A I S E D D E C K S A LO N

W W W . M S Y A C H T B A U . C O M


Y7 Y8 Y 10



ccording to the Beaufort scale a storm Jordan series the impact of a breaking wave. You

A is winds of 48-55 knots, high breaking

waves, dense foam streaks and an
drogue Towline Cone can also expect a certain amount
of snatching as the anchor and
average wave height of 9m. In reality the switch the boat could end up travelling at
to storm tactics is not determined by the wind different speeds within a wave.
strength but will differ depending on your boat, The maximum design load and If setting a sea anchor from the
crew, levels of fatigue and sea room. I consider the number of cones is determined stern consider the impact of waves
by the displacement of the boat
the transition to storm tactics to be a gradual breaking into the cockpit. How
shift in balance between crew activity or Breaking quickly will yours drain? Cockpits
wave Bridle
intervention and control of the vessel, starting Leader full of water can seriously alter the
with reducing sail but maintaining course. We stability of a vessel. Also check if
look at the options when sails cannot be flown. there is a sufficient step up from
cockpit to companionway to stop
Bare poles
water getting below. Care should be
Weight The drogue consists of a number of
Sailing under bare poles is not just being blown small cones woven into a tapered line taken to ensure the anchor does not
downwind; with enough wind on the rig many with a small weight at the end get washed forward into the rudder
boats can gain sufficient speed for the keel or the propeller.
and rudder to work as normal and gain full than a sea anchor and will help gain some As with a drogue, the anchor
steerage. In this circumstance it is possible to control and breathing space if travelling at high should be stored with all tackle ready to go. Of
hold a course with the wind and waves around speeds. Set the drogue on a long line from the particular importance is the anchor tripping
60 off the bow, which should allow the boat leeward cockpit winch then out through a block line, which is vital to its recovery. This line is
to gently climb up and over oncoming waves, or the centre of an aft mooring cleat ensuring attached to the head of the sea anchor and
minimising downwind drift. You might find pushpit legs will not get bent. Lengthening the when pulled will collapse it even when under
there is less steerage in the trough of very large drogue will slow the boat down and give a small load, allowing it to be hauled in. This line needs
waves due to the wind shadow created by the amount of lee helm; shortening the drogue will to be light, long and strong and, when setting
wave itself. In big seas crew on the helm are increase boat speed. Playing the drogue on a the anchor, it will need to be carefully paid out
particularly vulnerable and should be on short winch will allow you to maintain a course and so it wont tangle. I would recommend a thin
tethers; wherever possible use the autopilot to speed appropriate for waves and sea room. Dyneema line. If attaching the anchor to the
keep crew safe but remember to keep an eye Drogues should be kept with appropriate lines bow, consider making a bridle across mooring
on battery levels. attached if you need a snatch block make cleats to spread the load against snatching.
If steering becomes too dangerous or sure that it is in the bag as well. The trip line should be led back from bow to the
difficult under bare poles then allow the boat to cockpit as when the anchor is fully under load
lie ahull with the rudder fixed to steer the bow Sea anchor it will require a winch to trip it. Cockpit winches
up to windward. This is the no-sails version of Deploying a sea anchor is hard to do well and can be used if setting from the stern.
heaving to. once set will remove any control the crew has
to affect the course of the boat. It is a tactic to
Drogue use if the boat is damaged in such a way that
If running under bare poles before a storm, a control becomes difficult or impossible, for
drogue can be used to slow down or manipulate example by dismasting, or if the crew are too Prepare to use sea anchors or drogues
the handling characteristics of the boat. This exhausted to manage other options. Personally, before you need them, get them on deck
tactic is more relevant to modern yacht designs even in the most extreme conditions I have and the crew fully briefed ahead of time
always chosen to lie ahull. If purchasing a sea anchor make sure it
A sea anchor is more appropriate for is the right size for your boat
A drogue is usually the better heavier displacement, more traditional hull Storing drogues and anchors in boxes
solution for maintaining control shapes and before using one in anger it is rather than bags will all the lines from
of modern yachts essential to have practised rigging, deployment getting tangled
and recovery at least once. Charge your batteries fully before the
The anchor could be set from bow or stern, onset of heavy weather
and the risks associated with each should be Ensure all sails and other equipment
stored on deck are properly lashed down
considered. Setting from the bow may require
ahead of time
crew to work on the foredeck putting them
in a position of vulnerability. If you have a
large foredeck hatch you should be sure Next month: Pip looks at storm sails what to
it is watertight and able to withstand carry on board and when to use them

88 I June 2017
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To place your advertisement in Yachting World, contact us on either June 2017 I 89

Tel +44 (0)1252 555306 email:
{ }
CHRIS TIBBS is a meteorologist
and weather router, as well as a
professional sailor and navigator,
forecasting for Olympic teams

Solent, rather than developing as an onshore

breeze blowing perpendicular to the coast.
The tide will also have additional effects on
the sea breeze; studies in the North Sea and
also at Thorney Island show that a flooding tide
that is covering exposed sandbanks will restrict
the development of the sea breeze. The change
in temperature with colder water covering the
warmer sand means that the developing sea
breeze will be delayed and weakened.
The relative temperature of the water and
the air above it also affects the amount of
friction as it affects the stability in the lowest
layers of the atmosphere. Warm water will heat
the air above creating turbulence and less drag,
whilst cold water will do the opposite.

Ground versus sailing wind

When racing we should look at the difference
between the ground wind and sailing wind.
Ground wind is defined as the wind measured
by a boat that is moored or anchored. Sailing
wind is that measured by a yacht that is neither
anchored nor underway, ie drifting. In areas of
strong tidal flow there can be quite a difference.
n many places we are ruled by tides: moving water will drag the air above it, creating This becomes important at the start.

I they determine when we leave a

harbour and are a large part of our
a light breeze from the movement of the water.
We can see this sometimes on rivers where
When setting the line, a race committee will
be anchored and therefore measuring the
passage planning. We generally look at how there is a light wind from the same direction ground wind. A line set at right angles to the
the wind affects the tide in terms of sea state as the current. If the river is tidal, as the tide ground wind is likely to be biased depending
and the progress we are likely to make, but its changes so too does the direction of the wind. on the direction of the tide. The sailing wind is
rather different if we look at the effect that the a combination of the ground wind and the tide
tide has on the wind, beyond simply what it Sea breeze eects and can be worked out by vectors, however
does to the apparent wind. On a light wind day as a sea breeze tries to most sailors will measure the sailing wind by
Why does the wind sometimes change develop the change in the direction of the going head to wind and sailing on each tack to
when the tide does? On light wind days when tide can help bring in the sea breeze. This is explore any bias in the line. It is harder for the
there is little activity this can be due to the more commonly experienced in places like the race committee as even a moderate tide can
change in drag. Theory tells us that air moving Solent, where the sea breeze tends to start in affect the sailing wind by more than 10, giving
over the earths surface is slowed and backed the west and moves north and east into the a biased line and beat.
(in the northern hemisphere, veered in the
southern) by friction. The rougher the earths Startlines in highly
surface the greater the amount of friction: so a tidal areas such as
tree-covered slope will slow the wind more than the Solent are rarely
a smooth grassy field. These are extremes, perpendicular to the
however the sea surface will also slow the wind ground wind to
but to a lesser extent than the land. How much compensate for
it does will also depend on how rough the sea line bias
is, so a tide rip will slow the wind to a greater
extent than a smooth sea. However, this is
difficult to measure on board as the effect will
be largely hidden by the change in the apparent
wind due to the boat being moved by the tide.
If we have a flat calm or very little wind
the friction effect can work in reverse and the

90 I June 2017
naval arcvitects, yacht designers & surveyors
w w w. v p l p . f r

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naval architects amsterdam the netherlands +31 299372853
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Get out of that

Damian foxall ON perfectiNg a kite drOp

Damian Foxall, the Irish serial global ocean

racing sailor, offers advice on how to execute
the perfect spinnaker drop and shares some
tips on course planning and mark approaches

can just imagine the sort of comments

I flying around the boat as this helpless

bowman struggles to take control of
the kite: Has he got it down yet? Come on
mate, get it sorted! However, this is probably
not the type of encouragement your bowman
needs as he tries to get the yellow beast down
on the leeward side, on what looks like a late
bottom mark rounding.

How to get out of that

If you find yourself in this sort of situation, you
need to sort it as calmly as possible paying
particular attention to the safety of the crew.
It is important for the crew always to stay to
weather of the sail and lines as it comes down.
In this scenario, the bowman looks as
though he may shortly be in need of an extra
pair of hands. Unless the boat is small, this is
generally at least a two-person operation one
to gather the spinnaker and one to suck in from
below. Try not to get everyone involved though,
because you still need full-on concentration
to get round the mark, and sail the fastest
possible course on the next leg.
In extremis it is possible, when needed on
smaller boats and lighter winds, to action a
late drop whilst going upwind, but be careful,
it is rarely optimal. And most importantly, as
boats get bigger and wind speed goes up the
loads quickly become dangerous, even for the
bravest of bowmen.

How to avoid the situation in

the first place
Basically it is all about good preparation,
teamwork and timing so youll need to practice them down and post them in the pit area. a premium on optimised timings for your
and time your drops. There is nothing like a Do the same for each type of manoeuvre; a spinnaker drop at the bottom mark.
perfectly executed leeward mark rounding drop leeward drop in five knots of wind with the bow The person calling the shots should be clear
to help get a boat quickly round the course on the mark requires different preparation and about what type of manoeuvres will be carried
whilst instilling confidence and pride in the timing from a weather drop in 20 knots of wind. out on board that day, bearing in mind that
crew work. The speed differential between upwind and each boat, class or crew is different. Also wind
For basic training you dont even need a downwind legs can be significant, especially on speed and tactical situations will often require
mark, just time the manoeuvre from start to fast planing boats where the speed difference different types of leeward mark rounding.
finish in the full range of wind speeds, note can be a factor of two or more. This puts Often the side you drop the spinnaker on will be

92 I June 2017
{ }
DAMIAN FOXALL (48) has raced around the world a total of eight
times, including five Volvo Ocean Races. He has four round the world
wins to his name, including in the Volvo in 2011 on Groupama and the
double-handed Barcelona World Race with Jean-Pierre Dick. He is
currently campaigning the record-breaking MOD Phaedo3

Tips for mark approaches

Quick tips 1 Halfway down the run, start to define

the most likely manoeuvre and
At least two crew estimate how many gybes to go before
Unless it is a very small boat in light the finish. Depending on boat speed, at
winds, at least one crew on deck and about two to four minutes to the mark,
one down below hauling in the kite is make a final call to check everyone on
the minimum board is clear about the manoeuvre.
Know your timing
Practice different drops in different 2 At this stage it is important to inform
conditions so you know how long the crew of any tactical considerations
each takes and count down your regarding other boats, such as whether
approach to the mark the spinnaker pole comes off early or
Plan your tactics not, which side the spinnaker is coming
Will an early tack be needed? If so, down, whether the intention is to tack
one crew needs to prep the jib sheets immediately or stand on a bit beyond
Leeward options the mark. If a tack is involved the crew
A companionway hatch drop or needs to prepare the jib sheets and any
letterbox drop (over the boom) can other upwind settings.
be an option for controlled leeward
drops in some classes 3 Stick with your timing. If it takes 25
seconds for a foredeck drop in 15 knots
of breeze, then have your tactician/
navigator or crew boss count the timing
into the leeward mark. In this case at
30-35 seconds call the drop, leave a
small margin; the extra 5-10 seconds
allows for the crew to move from the
drop to upwind trim, and leaves a
margin for any small delays.

4 It is important to decide which corner

you are going to smoke, and keep the
other sheeted tight. Blow the halyard
to unload and start gathering, then
control the final third to keep the sail
from getting sucked into the water.

5 Be aware of strong tidal streams and

their effects. An early drop with tide
against you will mean a long jib run into
the leeward mark, while a late drop with
the tide is asking for trouble.
Paul Wyeth

6 Always remember there will be times

that require timing outside the norm
for example a very early drop if the
defined by the next top mark rounding, so it is even a letterbox drop over the boom works leeward mark has a dozen boats piled
important to think ahead. well. However, in each case, the success of up, or a very late drop may be called
A leeward drop may be the best option the manoeuvre requires all the crew to work to stay ahead of a single rival with
on tight reaches or stronger winds, while the together and, in many cases, the helmsman a one tack leg ahead. An attentive
advantage of a weather-side forehatch drop can make a huge difference by changing the crew with good communication on
when sailing deep or in lighter winds allows the trajectory to adjust apparent wind angle and board will understand the reasons and
crew to work on the weather side and keeps the apparent wind speed during the manoeuvre. implications of these special calls and
spinnaker away from jib leads and winches. adapt accordingly.
In some classes, an aft hatch drop or Interview by Sue Pelling

June 2017 I 93
UK OPEN 7 DAYS A WEEK Join us for our latest news @BerthonGroup

Lymington United Kingdom Mandelieu La Napoule France Rhode Island USA
Phone 0044 01590 679 222 Phone 0033 493 636 680 Phone 001 401 846 8404 Email Email Email

Swan 68 595,000

Captivating German Frers from the masters in Finland, she rst

splashed in 1993. A proper cruiser racer, she has taken her owners
far in comfort and at speed. Also does the regatta circuit beautifully.
Lots of nice updates through life decks, paint, electronic widgets
and more, now slumbering under cover and awaiting a new
yachtsman to awaken her and put to sea.

Truly Classic 56 895,000


Immaculate cruising yacht with sweet lines as Hoek can, she hatched
2001, and turns heads always. Massively updated in this ownership
and lled practical and modern new kit. Not only does she look the
business, but she is a capable and reliable long distance cruising
yacht. They say that there is beauty in function voila!

Marten 80 1,045,000 Dixon 80 900,000

Lymington West Mediterranean

Judel Vrolijk, she hails from Down Under, rst made esh in 2001. 2012 saw a Her dark blue hull livery shows off her handsome lines from the legend that is Bill
nautical makeover of gargantuan proportions very little of the original yacht now Dixon. From 2001 with a very special cherry interior and she has been much
remains. Carbon hull and spar, she delivers swift, effortless, powerful mile munching. re-widgeted in this ownership. She comes with a carbon spar, exotic construction
Seriously cool interior, and now in bobby bargain territory. and an epic pilothouse World ARC anyone?

Oyster 655 1,350,000 + VAT Shipman 63 985,000 + VAT

Portugal East Mediterranean

Not just another mollusc this Oyster comes with carbon rig, carbon cored Ferrarri red Shipman, pedestrian she is not. From 2011 with a gimballed saloon, nifty
bulkheads and funky sails. From 2007 for an owner who likes to be the rst in the drop keel arrangement and skipper maintained from the egg. Totally kerfufed for
bar and she delivers. Superb maple innards, special Franchini interior ttings and world cruising t-shirt now collected. A very recent price tumble makes her yet more
she is also totally togged for blue water. attractive, as well as being very, very red.
UK OPEN 7 DAYS A WEEK Join us for our latest news @BerthonGroup

Lymington United Kingdom Mandelieu La Napoule France Rhode Island USA
Phone 0044 01590 679 222 Phone 0033 493 636 680 Phone 001 401 846 8404
Email Email Email

Discovery 50 749,500 + VAT


Exceptionally well sorted and totally equipped circumnavigation machine, shes ready for a trip which is now sadly
cancelled, and is good to go. From 2010 by Dixon and immaculately put together by the Discovery crew. Her spare
hull gives her the volume and comfort of an 80 foot monuhull, yet all within a compact and manageable 50 foot
package. Carpet slipper sailing is de rigeur with watch keeping managed from both inside and out. Shes easy to
manage shorthanded with her push button, powerful sail plan. Also has a capable RIB for shopping trips and much
more which is easy to deploy. Unlike many of her compatriots, this yacht looks good from every angle, and of course
on passage no leaning is involved. Magic carpet material of the nest hue.
Ask us about the link to her video and for an appointment to view her.
Oceanis Yacht 62
1,052,254 (Tax Not Paid)

Truly Classic 65
1,000,000 (Tax Paid)

Wally 77 Bordeaux 60
Wally Yachts CNB
1,250,000 (Tax Paid) 595,000 (Tax Not Paid)

Oyster 72 Custom Stephens Waring Design

Oyster Isobel
1,800,000 (Tax Not Paid) 1,700,000 (Tax Not Paid)
CNB 76
2,200,000 (Tax Not Paid)

Southern Wind
1,750,000 (Tax Paid)

Nautor-Swan 82s
3,000,000 (Tax Not Paid)

Contact: Ancasta Yachts

Tel: +44 (0)2380 450 000
Tofinou 8.0 2010 75,000
Island Packet 320 2001 79,900
Island Packet 35 1989 79,900
40ft Gaff cutter 1966 89,000
Jeanneau Sun Odyssey 45 2008 129,000
Sunbeam 37 2008 145,000
Hallberg Rassy 45 1989 149,000
Koopmans 45 Concord 1995 195,000
Sun Odyssey 49 DS 2005 199,000
Hallberg Rassy 40 2006 239,000
Hunter 50 CC 2010 249,500
Moody 54 2001 295,000
Beneteau Oceanis 54 2012 269,000.
Daniel Bombigher 55 2005 389,000
X-Yacht 612 1995 395,000
X-YACHTS 73 Moody 54 2000 P.O.A.
Rare and unique opportunity to buy one of the two X-73s ever built! True blue water cruiser with an innovative Jeanneau 57 2011 375,000
Nauticat 44 ketch 2007 419,000
combination of a pilot house and a deck saloon yacht. Professionally maintained by full time crew and extra ordinary Hallberg Rassy 62 1998 P.O.A.
Mallorca Spain equipped with recent twin 110hp engines, generators, full navigation equipment, dinghy etc. Current owner has Lagoon 560 S2 2012 USD 1,200,000
Tel: +34 971 673 555 renewed, refurbished and refitted from 2013 till today; teak decks, sails, etc.
Fax:+34 971 673 968
998,000 Euro


High performance aluminium cutter rigged sloop. Completely, technical 2013 from first owner with teak decks, in-mast furling main sail, furling 2009 powered by twin Yanmar 40hp diesels. Main drop system with Lazy 2003 steel cutter rigged sloop with lifting keel. Design by
Jacks, 2 main sails, 2 furling genoas and a gennaker. Furthermore genera- Olivier van Meer. Powered by a 128hp diesel with hydrau-
and optical, refitted in 2015/2016; new engine, teak partly renewed, genoa, storm sail, furling Code 0 and electric winches. 75hp Yanmar with
tor, wind generator, new anchor winch, inverters, solar panels, water mak- lic bow thruster. Equipped hydraulic in-mast Furling with
hull and underwater ship repainted, exterior woodwork varnished, bow thruster and Dock & Go. Furthermore goes with generator, water
er, washing machine, heating, alarm system, life raft, davits, dinghy with genoa, generator, airco, heating, 2 steering positions. Full
maker, full navigation equipment, new bimini, sprayhood and cockpit
valves serviced/renewed, safety gear serviced and certified, sails and outboard, Epirb, complete navigation equipment with AIS, Navtex, etc.
navigation with radar, chart plotter, autopilot, GPS, SSB etc.
cushions, under water LED lights, dinghy with outboard, life raft, etc. Totally refitted in winter 2015 2016: painted, windows
rigging checked and partly renewed, new batteries, electrics checked, etc.
and rigging checked, engine and generator serviced, etc..

775,000 440,000 259,000 ex 675,000

We may consider your current boat in part exchange.

Feel free to speak or write to us in English, Spanish, French, German or Dutch!
Please visit us in Mallorca or view our complete listings on our website


For Sale
Bill Tripp Design - 2002 Turner 56
Entrada is an exceptional long range cruiser designed by Bill Tripp and built
by Turner Yachts to cross oceans and cruise to secluded islands in comfort.
Entrada has had one Owner since new, an indication of how pleased this cruising
couple have been with her sailing qualities and abilities. They have completed
their cruising plans and have just authorized a MAJOR PRICE REDUCTION.
Extremely robust & powerful Offshore Cruiser/Racer
Kevlar & Carbon in Epoxy Matrix
Wet-preg construction, vacuum bagged & baked
65% Fabric - 35% Resin Ratio
Offshore Galley w/Tropically Insulated Freezer & Reefer
Black Cherry Interior w/Foam Cored Bulkheads & Furniture
Carbon Features Include:
Rig, Park Ave. Boom, Wheels, Pedestals, Rudder Posts
Cruising & Racing Sail Inventory
Manganese Bronze Hydraulic Lifting Fin Keel with Lead Bulb
Electric Winches, a Breeze to Sail single or double-handed
Extremely Well Balanced Helm providing Effortless Steering

460,000 BP $ 575,000 US
CONTACT: Rob Turner
Magnificently maintained, constantly upgraded with modernised, tasteful interior. Clean, A stunning yacht with maple joinery and triple seascape windows in the
functional deck boasts a cleverly devised foredeck lounge. Trusted hull design, carbon spars, slab saloon. Simple sloop rig with furling mainsail and genoa. Ten berths in five
reefing and hydraulic furling make for a proficient passage maker and easy to handle whatever cabins, enabling private or charter use. Owner has his eye on his next Oyster.
the weather.
Lying: Oyster UK 1,200,000 ex VAT
Lying: Oyster Palma 2,750,000 ex VAT


Built in 2007 and very lightly used, this boat presents very well. Beautiful Highly specified 56, with taller carbon mast, and customised interior layout that sleeps five in
maple interior and very highly specified, push button sailing. Skipper- three cabins. Larger than standard owners stateroom, and huge sail locker forward are among
maintained from new and never chartered. Maintained regardless of cost. the practical features that lend her to luxurious ocean sailing.
Viewing highly recommended.
Lying: Oyster Palma 1,150,000 VAT paid Lying: Oyster UK 475,000 VAT paid

Hull number 14 of Oysters most successful Oyster Icenic is a great example of the Oyster 55, with many Highly specified and stunning 54 with sloop rig and
56 model, Olanta was designed with practical, ocean recent upgrades of her electrical and mechanical electric in-mast furling for easy push button sailing. Well
sailing in mind. She has a unique layout with six systems. She is ready to tackle the Atlantic or cruise maintained since launch with luxurious cherry joinery
comfortable sea berths in three cabins - ideal for a in comfort around the Mediterranean. Early viewing below decks. Undergoing yard period with Oyster Palma.
family and extensive cruising. recommended. Ready to sail away this summer.
Lying: Oyster Palma 350,000 VAT paid Lying: West Med 195,000 VAT paid Lying: Oyster Palma 625,000 ex VAT


T: +44 (0)23 8083 1011 T: +1 401 846 7400 T: +34 677 429 116
EUR 500,000 (VAT Not Paid)
unique opportunity
opportunity totopurchase
purchase a world-class
a world-class carbon
carbon fibre/epoxy
fibre/epoxy cruiser.cruiser.
WellWell maintainedby
maintained byher
owner andandcaptain
captainshe boasts
she a large
boasts accommodation
a large accommodation with 3with
double cabins, cabins,
3 double
bathrooms, aaspacious
spaciouscockpit andand
cockpit a forward deck deck
a forward area. area.
Beautifully crafted, she has a lifting keel to access shallow anchorages
Beautifully crafted, she has a lifting keel to access shallow anchorages
and a dinghy garage with a custom tender which incorporates a large swimming platform.
and a dinghy garage with Newa Yanmar
custom engine
which incorporates
in April 2017.a large swimming platform.
She She
is currently lying in Mallorca and her only owner since her construction
is currently lying in Mallorca and her only owner since her construction is motivated
is very very motivated
to sell, to sell,invited.
offers offers invited.

We have clients seeking pre-owned Northshore Yachts :

Please contact us if you are considering selling your yacht

SOUTHERLY 42RST 2011 Lying Netherlands 291,945

SOUTHERLY 42RST 2009 Lying Chichester 260,000
SOUTHERLY 38 2009 Lying France 215,000
SOUTHERLY 35RS 2007 Lying Chichester 139,750
SOUTHERLY 420 2012 Lying Hayling Island 160,000
SOUTHERLY 32 2009 Lying Solent 128,750
SOUTHERLY 110 2010 Lying Suffolk 139,950
SOUTHERLY 110 2009 Lying Solent 135,000
SOUTHERLY 110 2004 Lying Chichester 99,950
SOUTHERLY 110 2001 Lying Chichester 94,950
VANCOUVER 36 1996 Lying Chichester 83,500 For display and brokerage advertisment rates
VANCOUVER 34 1998 Lying Kos, Greece 49,900
please contact:
All prices are tax paid unless otherwise stated.

Michael Beattie, Advertisment Manager

Itchenor, Chichester, West Sussex, PO20 7AY. England
Tel: +44 (0)1243 512611 Email:
With over 35 years of expertise with Swan Yachts
Tel. +44 (0)2380 454 880




Swan 68 Sea Eagle of Shian III. Swan 46 Mynx.
Built in 1993, UK based, Sea Eagle of Shian III has an excellent cruising and charter A Frers mark 3 example presented in superb condition. Just launched and looking
specication. Supplied by us to her current owner she is now very seriously for fantastic with a polished hull and valeted interior, viewing is highly recommended.
sale asking GBP595,000 including VAT. The 46 is the perfect Med/Caribbean long distance cruising Swan with superb cockpit
and interior layout.

Swan 48 Alfa Helix Frers Design. Swan 80 Callisto. Swan 44 Rosy Pelican Sparkman and
In great condition, with a full cruising specication and We are proud to announce this new central agency listing. Stephens Design.
very full inventory. We recommend viewing. An excellent Based on the Swan 77 model, this is an extended version,
This is a unique 44 with redesign aft end and new semi
owners layout with large cabin aft and three sleeping presented in beautiful condition, she is very well maintained
balanced rudder, carbon mast, new main engine, recent
cabins in total makes this the layout to have. by a permanent crew. Recent replacement main engine,
teak deck to name some of the upgrades this Swan has
Low usage in her current ownership means this is a two gen sets and mast service. She is Greek registered and
received. She is now in Sardinia.
great opportunity to own a Finnish Swan! is capable of up to 90 days charter per year. Viewing is
recommended and she is very competitively priced.


Swan 48 Zen. Swan 46 Vixen.

Frers designed, and built in 1996. I dont think we have A stunning New Design by Germn Frers. We have never come across a Swan that is better looked
seen a 48 at this price before. Excellent suite of North
3DL racing sails with regatta success. Carbon mast and
At Hamble, a brand new model after. The owner of Vixen leaves nothing to chance. She
will be the best Swan 46 on the market, and possibly
boom, well equipped for Swan Regattas or long distance now available for delivery aoat today. The rst owner cherished her, the second
cruising. Lying South Coast UK, asking GBP195,000 loved her, and the current owner does both and spends a
VAT paid. kings ransom making sure she lacks for nothing. Viewing
is not recommended, its essential.


Tel. +44 (0)2380 454 880

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Volume 168 Issue no 3304

Pinehurst 2, Pinehurst Road, Farnborough Business Park,
Advanced Italian Yachts 25 Imperial Motoryachts Limited 58
Farnborough, Hants GU14 7BF.
email: Allspars Ltd 89 Jeckells OF Wroxham Ltd 89
Ancasta International Boat Sales 96, 97 Karver 89
Axxon Composites 89 Kemp Sails Limited 89
Editor Elaine Bunting 01252 555181 Beaver Lodge Ltd 102 Lilley Marine 103
Deputy Editor Helen Fretter 01252 555177 Beneteau 83 Marine Survey Bureau 91
Production Editor Robert Melotti 01252 555176
Berret Racoupeau 91 Marvin Series 91
Test Editor Toby Hodges 01252 555178
Art Editor Robert Owen 01252 555180 Berthon International 94, 95 Maserati GB Ltd 57
General enquiries Leeanne Wright 01252 555213 Dixon Yacht Design 91 Michael Schmidt Yachtbau 87
Contributors Tom Cunliffe, Pip Hare, Skip Novak, Sue Dolphin Sails Limited 89 North Sails 89
Pelling, Andy Rice, Matthew Sheahan, Doyle Sailmakers Inc 21 Northshore Shipyard Limited 102
Chris Tibbs, Rupert Holmes
Dubois Naval Architects Ltd 91 OY Nautor AB 73
Head of market Michael Beattie +44(0)1252 555339 Elvstrom Sails (UK) Ltd 89 Onesails Gbr 89 Friendship Yacht Company 91 Owen Clarke Design 91
Senior Media Advisers Simon Spong +44(0)7816 443436 Future Fibres Rigging Systems Cover IV Oyster Yachts Limited 4, 101
Tammy Mattinson +44 (0)7950 189102 Gerard Dijkstra & Partners 91 Reckmann Yacht Equipment 58
Henri-Lloyd Limited 33 Rustler Yachts UK Ltd Cover III
Trade and Classified Tevin Tom +44 (0) 1252 555325 Hoek Brokerage 89 Saran Ltd 98, 99
Private boats for sale Andrew Jones +44 (0) 1252 555302 Hoek Design 91 Sirena Marine Cover II, 23
Hood Sailmakers 89 Stephens Waring Yacht Design 91
Advertisement Production Peter Burton 020 3148 2688 Humphreys Yacht Design Ltd 91 Turner Johnson Yacht Sales Group 100 Ice Yachts 77 Whites International Yachts 100

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June 2017 I 109
yachtingworld yachtingworldmagazine
High yer Photographer Jess Renedo

Aerodynamics on the 49erFX

This photo of the Swedish tried to keep the boat under
49erFX crew was taken just control while Netzler fought
before the start of the first to get back on board. Finally,
of three medal races at the moments before capsizing,
Trofeo Princesa Sofia regatta Wester had to jump.
in Mallorca on 1 April. The race ended up being
Moments before, a wave a demolition derby, with five
washed the crew, Rebecca broken masts and the whole
Netzler, overboard (she is in fleet capsized. None of the ten
the lower left corner of the boats were able to finish the
image). Skipper, Klara Wester, third scheduled race.

yachtingworldmagazine #ywbackfire

110 I June 2017

Rustler 44 | Rustler 42 | Rustler 37 | Rustler 36 | Rustler 33 | Rustler 24

the new Rustler 37

Rustler yachts are renowned designs with legendary capabilities, built to a quality
standard which has become the benchmark by which others are measured.

To discover more, please visit us at,

email or telephone +44 (0) 1326 310120

Beautiful yachts, beautifully built

Rustler 37
Principal Dimensions: LOA: 11.28m Beam: 3.76m Draft: 1.91m Disp:8845kg Ballast: 3175kg

Tel: 01326 310120 |

Rustler Yachts | Maritime Buildings | Falmouth | Cornwall | TR10 8AD